Merchant Shipping (Instructions to Surveyors) (Passenger Ships) Regulations
[4 October 1941]
(Format changes—E.R. 2 of 2021)
The object of these instructions is to secure uniformity of action by Government surveyors of ships in the performance of their duties in regard to the survey of passenger ships under the provisions of the Merchant Shipping Ordinance (Cap. 281) and also to indicate to shipowners, shipbuilders and others concerned the conditions under which the Chief Executive is prepared to issue safety certificates or passenger certificates.
Government surveyors are in no case to give a declaration either for the hull, boilers, machinery or equipment or any other matter unless they are fully satisfied that all the requirements of the Merchant Shipping Ordinance (Cap. 281) and of the Merchant Shipping Acts 1894 to 1958, relating to these matters have been complied with.
It is the duty of the Government surveyors of ships to satisfy themselves personally regarding every detail of the survey of a passenger ship and not, without the authority of the Principal Surveyor of Ships, to trust to any certificate or other document given by any person not responsible to the Chief Executive. This instruction does not apply to certificates of compass adjustment.
So far as the same are not inconsistent with the provisions of these instructions the definitions contained in regulation 2 of the Merchant Shipping (Life Saving Appliances) Regulations 1935 shall apply in the interpretation of these instructions. (24 of 2005 s. 55)
In these instructions—
Declaration of Survey (檢驗聲明書) means a declaration made under Part VI of the Merchant Shipping Ordinance (Cap. 281); Principal Surveyor of Ships (首席驗船師) means the Assistant Director of Marine (Ship Surveys); Safety convention ship (安全公約船舶) means a ship belonging to a country to which the Safety Convention applies and the expression Safety Convention passenger steamer (安全公約客輪) shall be construed accordingly; Special passenger trade (特別客運業) or Simla Special Trade (西姆拉特別業務) means any passenger trade in which passenger steamers are employed in the carriage of large numbers of unberthed passengers, and special passenger trade voyage (特別客運業航程) shall be construed accordingly.Every passenger steamer must be surveyed at least once every year. The survey will be arranged on the application of the owners whose duty it is to cause such survey to be made. Application for survey should be made on the form “Surveys 6” which can be obtained at the Principal Surveyor of Ship’s Office. (E.R. 2 of 2021)
In order that the survey may be taken in hand without delay, at least three days’ notice should be given to the Principal Surveyor of Ships.
Except by the express direction of the Principal Surveyor of Ships, no survey shall be commenced until the appropriate fee is paid.
Government surveyors of ships should, if possible, make their inspections when the owner, agent, master or chief mate and chief engineer of the vessel are present. Defects can then be pointed out to the proper persons without incurring the uncertainty and delay attendant upon messages delivered to subordinate officers.
If the owners do not instruct a responsible representative to be present, the Government surveyor of ships will proceed with the survey in his absence.
In order to prevent mistakes as to the nature and extent of repairs required by the Government surveyors whenever they cannot give a declaration until repairs are effected or alterations made, they will, on request, give to the owner or agent a written statement of the nature and extent of the defects to be remedied or alterations required.
If any difference of opinion should arise or any questions be raised between the Government surveyor of ships and the owner, or other persons interested in the survey, the case should be reported to the Principal Surveyor of Ships.
After the completion of the survey no change is to be made in the approved structural arrangements, watertight subdivision arrangements, passenger accommodation, equipments or machinery without the sanction of the Principal Surveyor of Ships.
Surveyors should therefore make it generally known to owners and their technical representatives that where it is proposed to make any alterations or additions affecting the ship or its machinery or equipments, or the passengers’ or crew’s accommodation, prior information should be given to the Principal Surveyor of Ships so that appropriate action can be taken before such alterations or additions are made.
In all cases the Principal Surveyor of Ships will decide whether or not it will be necessary to issue fresh declarations or certificates.
When from any cause a passenger steamship has sustained damage affecting her seaworthiness or efficiency in any part of her hull, equipments or machinery a Government surveyor of ships is to go on board and ascertain the extent of the damage.
The surveyor should at once report to the Principal Surveyor of Ships the result of his examination, and whether in his opinion the vessel is rendered inefficient or unseaworthy in hull, machinery or equipment, and whether or not he has detained the ship.
On completion of any repairs a full report is to be filed in the office of the Principal Surveyor of Ships.
For the convenience of ship-builders and shipowners, the Government allows the surveyors to undertake the survey, or partial survey, during construction, of ships which will not qualify for a passenger certificate owing to the absence of passenger accommodation, or to non-compliance with the regulations having reference to hull, life-saving appliances, or other part of the equipment, machinery or boilers, and after such a survey, or partial survey (which may include the steam trial), the Government will, if desired, issue a letter certifying that the hull, machinery, boilers, or other parts specified, have been constructed to the satisfaction of the surveyor, and that, had the regulations been fully complied with in all other respects, the ship would have been entitled to a passenger certificate under the provisions of the Merchant Shipping Ordinance (Cap. 281).
In the survey for a certifying letter the procedure should be identical with that followed in the survey for passenger certificate.
A letter similar in character to the above will be issued by the Government in respect of new engines, boilers, or auxiliary machinery which have been constructed under survey in the usual way, but do not comply with the highest legal requirements, and are therefore not entitled to a certificate.When for any reason, a ship is not to be surveyed during construction for a passenger certificate or certifying letter the Principal Surveyor of Ships will undertake to examine and advise upon any plans showing the hull scantlings, watertight subdivision and other arrangements and details proposed for the ship, and, where the final proposals comply with the legal requirements for passenger ships, to issue a certifying letter to that effect.
Every new steamship for which, when completed, a safety certificate or a passenger certificate will be required, is to be surveyed during construction and these Instructions are for the guidance of the surveyor in carrying out this duty.
All proposals relating to hull scantlings, structural strength, watertight subdivision, escapes, weathertight arrangements and fire-resisting bulkheads are in the first instance to be referred to the Principal Surveyor of Ships. (See paragraph 74).
In order to avoid the inconvenience and delay which might arise if alterations or amendments are deemed necessary the various plans and particulars should be submitted before the work is put in hand at the ship.
As the construction of the ship proceeds the surveyor is to satisfy himself that the arrangements and details in connexion with the structure of the hull, watertight subdivision, fire-resisting bulkheads, etc., are in accordance with the approved plans and these Instructions. Where any parts or arrangements are found to be materially different from those approved by the surveyor of ships or are unsatisfactory in any respect the surveyor is at once to forward a report to the Principal Surveyor of Ships.
All pressure and hose tests specified in these Instructions are to be carried out in the presence and to the satisfaction of the surveyor, who will make appropriate records of the tests.
Standard of Subdivision: The surveyor must satisfy himself that the approved standard of subdivision is provided in the ship and the procedure described below is generally to be followed—
Spacing of watertight bulkheads: The positions of the main transverse bulkheads are to be noted from the approved subdivision plans and recorded in Form B.H.1. These positions are to be checked at the ship together with those of the approved steps and recesses in the watertight bulkheads, and the arrangement of longitudinal watertight and non-watertight bulkheads.
Form of ship: In order that the surveyor may satisfy himself that the form of the ship as built substantially agrees with the particulars from which the flooding curves have been developed, the following or other approved procedure is to be adopted—
The surveyor is to measure from the plans and enter in Form B.H.1 a series of depths and breadths to the moulded lines in the plane of each main transverse bulkhead. In ordinary cases it will be sufficient to measure the breadth at points obtained by dividing the depth into six equal parts. If, however, the breadths could be more conveniently taken at each tenth of the ship’s length or in any other positions, definite proposals to that effect are to be submitted for consideration.
When the construction of the ship is sufficiently advanced the corresponding breadths are to be measured at the ship and entered in Form B.H.1.
Appropriation of Spaces: The appropriation of an spaces upon which the calculations of average permeabilities and criterion numeral are based is to be entered in Forms B.H.1 and B.H.1A, and when the ship is completed the surveyor is to examine each space and satisfy himself that it will be used for the purpose shown on the approved plans. (E.R. 2 of 2021)
If it appears that a space will be used for a purpose such as would involve a higher average permeability of the portion of the ship in which the space is situated or an increase in the criterion numeral, the surveyor is to call the builder’s attention to the matter and report full particulars to the Principal Surveyor of Ships.
Inspection of Subdivision Loadline Markings: Before issuing his declaration the surveyor is to inspect the subdivision loadline marks placed on the ship’s sides, and satisfy himself that they are in accordance with paragraph 16 of these Instructions. The surveyor is held responsible for the duty of ensuring that the positions of the marks to which the ship may load when carrying passengers correspond with the approved subdivision draughts.
Entries in Form B.H.1: All particulars for which provision is made in Form B.H.1 are to be entered therein and on completion of the ship this form, with the diagram B.H.1A attached, is to be forwarded to the Principal Surveyor of Ships for examination and record.
The structural plans and particulars specified in paragraph 74(1)(a) and (b) and any others which may be necessary for the purpose are to be submitted so that the Surveyor of Ships may determine whether the strength of all parts of the structure of the ship will be sufficient.
If after approval of these submissions any structural modifications are made which may affect the strength of the ship or any of its parts, they are to be reported in detail for the Principal Surveyor of Ships’ approval and instructions, and before issuing his declaration the surveyor is to satisfy himself that in an respects the ship has been constructed in accordance with the structural plans as finally approved by the Surveyor of Ships.
The surveyor is not to undertake the first survey of a ship for a safety certificate or a passenger certificate after the hull is complete, painted and cemented until he has reported full particulars of the case to the Principal Surveyor of Ships and received instructions as to the action to be taken.
Surveys made while a ship is being built are for the purpose of enabling the surveyor to form an opinion of the material, construction and workmanship, and when a surveyor declines to grant a declaration in consequence of not having inspected the hull before it was painted and cemented, the owners or builders of the ship are to be referred to the Principal Surveyor of Ships who will decide what steps are to be taken.
During the survey for a safety certificate or a passenger certificate for the first time the bottom of a new ship need not be examined in dry dock after launching, if it has been examined by the surveyor before the ship is launched, unless he has special reasons for considering it necessary. In each case the procedure followed is to be recorded.
Every passenger ship shall be as efficiently subdivided as is possible having regard to its intended service. The instructions laid down in paragraphs 6 to 14 give effect to this principle by providing for the degree of subdivision to vary with the length of the ship and with the service in such manner that the highest degree of subdivision is required in ships of the greatest length primarily engaged in the carriage of passengers.
The subdivision load-line (分艙載重線) is the water-line drawn parallel to the keel, used in determining the subdivision of the ship. (See also paragraph 16).
The length of the ship (L) (船舶長度(L)), in ships of the usual form at the ends, is to be measured between perpendiculars taken at the extremities of the deepest subdivision load-line.* (See note , Appendix I).
The breadth of the ship (B) (船舶寬度(B)), is the extreme width from outside of frame to outside of frame at or below the subdivision load-line.
The bulkhead deck (艙壁甲板) is the uppermost continuous deck to which all transverse watertight bulkheads are carried. (See also paragraph 7).
The margin line (限界線) is a line drawn parallel to the bulkhead deck at side line, and three inches below the upper surface of that deck at side. (See also paragraph 7 and Notes, Appendix I).
The draught (d) (吃水(d)) is the vertical distance from the top of keel amidships to the subdivision load-line.
The freeboard (f) (乾舷(f)) is the vertical distance from the subdivision load-line to the margin line amidships. (See also Notes, Appendix I).
The sheer (舷弧) of the bulkhead deck at any point is the vertical distance between the beam at side line at that point and a line drawn parallel to the subdivision load-line at the height of the beam at side line amidships. (See also Notes and Diagrams 1 to 6, Appendix I).
The block co-efficient of fineness of displacement to subdivision load-line (至分艙載重線的排水量方形系數) referred to in Appendix I shall be determined as follows—Volume of displacement to moulded lines ÷ (L. B. d.).
The permeability (μ) (滲透率(μ)) of a space is the percentage of that space which can be occupied by water.
The volume of a compartment which extends above the margin line shall be measured only to the height of that line. (See paragraphs 9 and 11).
The machinery space (機艙) is to be taken as extending in length between the extreme main transverse watertight bulkheads bounding the spaces devoted to the main and auxiliary propelling machinery, including boilers when installed, and it shall contain all permanent coal bunkers. (See also paragraph 11).
passenger spaces (客艙) are those which are provided for the accommodation and use of passengers, excluding baggage, store, provision and mail rooms.
For the purposes of paragraphs 9 and 11, spaces provided below the margin line for the accommodation and use of the crew shall be regarded as passenger spaces.
A watertight deck (水密甲板) is a deck so constructed as to prevent water under pressure from passing through in either an upward or a downward direction.
A weathertight deck (風雨密甲板) is one through which, in ordinary sea conditions, water will not penetrate in a downward direction. The bulkhead deck is in all cases to be weathertight in this sense unless there is a deck above it which is weathertight.
Units of Measurement. Except where otherwise specified all linear dimensions are to be in feet and volumes in cubic feet, the latter being calculated to moulded lines.
For floodable length (可浸長度), permissible length (許可長度), factor of subdivision (分艙因數) and criterion of service (業務衡準) see paragraphs 7, 10, and 11 respectively.
| No adjustment to this length will, as a general rule, be necessary unless the sectional area at the after perpendicular exceeds one-tenth of the midship sectional area, in which case full particulars should be submitted in order that an equitable length may be determined. | |
| Where there is a variation in the thickness of the bulkhead deck at side, the top of the deck should be taken at the least thickness of the deck at side above the beam. If desired, however, the top of the deck may be taken at the mean thickness of the deck at side above the beam as calculated for the whole length of the deck; in this calculation no greater thickness is to be used than the least thickness plus two inches. |
In order to determine the subdivision of a ship it will be necessary to develop flooding curves which will indicate the floodable length at any point in the length of the ship.
For a ship which has a continuous bulkhead deck this floodable length is the maximum portion of the length of the ship having its centre at the point in question, which can be flooded under the definite assumptions as to permeability laid down in paragraph 9, without submerging the margin line.
If the ship has not a continuous bulkhead deck, the floodable length is to be calculated with reference to an assumed continuous margin line up to which, having regard to sinkage and trim after flooding, the sides of the ship and the bulkheads are watertight, special consideration being given to the requirements of these Instructions in which reference is made to the margin line. Examples of the procedure to be followed in certain cases are given in Diagrams 2 to 6, Appendix I.
Flooding curves are to be developed by a method of calculation which takes due account of the form, draught, and other characteristics of the ship in question. For the present the method described in Appendix I is to be used generally and to the exclusion of independent calculations, provided, however, that where it is shown to the satisfaction of the Principal Surveyor of Ships that a ship is of such unusual form that this method is not completely accurate, an approved alternative method may be used. (See paragraph 75).
The definite assumptions referred to in paragraph 7 relate to the permeabilities of the spaces below the margin line.
In determining the floodable length, a uniform average permeability shall be used throughout the whole length of each of the following portions of the ship below the margin line—
the machinery space as defined in paragraph 6(11);
the portion forward of the machinery space; and
the portion abaft the machinery space.
For steamships the uniform average permeability throughout the machinery space shall be determined from the formula—
| 80 + 12.5 | { | a - c | } | where |
| v |
a = volume of the passenger spaces, as defined in paragraph 6(12) which are situated below the margin line within the limits of the machinery space.
c = volume of between deck spaces below the margin line within the limits of the machinery space which are appropriated to cargo, coal or stores.
v = whole volume of the machinery space below the margin line.
For ships propelled by internal combustion engines, the uniform average permeability shall be taken as 5 greater than that given by the above formula.
Where it is shown to the satisfaction of the Principal Surveyor of Ships that the average permeability of the machinery space, as determined by detailed calculation, is less than that given by the formula, the calculated value may be substituted. For the purposes of such calculation, the permeabilities of passenger spaces, as defined in paragraph 6(12), shall be taken as 95, that of all cargo, coal and store spaces as 60, and that of double bottom, oil fuel and other tanks at such values as may be approved in each case by the Principal Surveyor of Ships.
The uniform average permeability throughout the portion of the ship before (or abaft) the machinery space shall be determined from the formula—
| 65 + 35 | a | where | |
| v |
a = volume of the passenger spaces, as defined in paragraph 6(12) which are situated below the margin line, before (or abaft) the machinery space, and
v = whole volume of the portion of the ship below the margin line before (or abaft) the machinery space.
If a between deck compartment between two watertight transverse bulkheads contains any passenger or crew space, the whole of that compartment, less any space completely enclosed within permanent steel bulkheads and appropriated to other purposes, shall be regarded as passenger space. If, however, the passenger or crew space in question is completely enclosed within permanent steel bulkheads, only the space so enclosed need be considered as passenger space.
Permissible Length: The maximum permissible length of a compartment having its centre at any point in the ship’s length is obtained from the floodable length by multiplying the latter by an appropriate factor called the factor of subdivision.
Factor of Subdivision: The factor of subdivision shall depend on the length of the ship, and for a given length shall vary according to the nature of the service for which the ship is intended. It shall decrease in a regular and continuous manner—
as the length of the ship increases; and
from a factor A, applicable to ships primarily engaged in the carriage of cargo, to a factor B, applicable to ships primarily engaged in the carriage of passengers.
The variations of the factors A and B respectively shall be expressed by the following formulae—
| A = | 190 | +.18 (L = 430 and upwards) | (i) |
| L - 198 |
| A = | 100 | +.18 (L = 260 and upwards) | (ii) |
| L - 138 |
where L is the length of the ship, as defined in paragraph 6(2).
| In consequence of this paragraph the diagram Plate I in Volume II of the “Instructions as to the Survey of Passenger Steamships” (published by the Ministry of Shipping, London) is cancelled. |
For a ship of given length the appropriate factor of subdivision shall be determined by the Criterion of Service Numeral (hereinafter called the Criterion Numeral) as given by the following formulae where—
Cs = the Criterion Numeral;
L = length of the ship, as defined in paragraph 6(2);
M = the volume of the machinery space, as defined in paragraph 6(11); with the addition thereto of the volume of any permanent oil fuel bunkers which may be situated above the inner bottom and before (or abaft) the machinery space;
P = the whole volume of the passenger spaces below the margin line, as defined in paragraph 6(12);
V = the whole volume of the ship below the margin line;
N = number of passengers for which the ship is to be certified; and
P1 = .6LN where .6L represents the specific volume per passenger in cubic feet for criterion purposes. (Where, however, it is shown to the satisfaction of the Principal Surveyor of Ships that the value of .6LN is greater than the sum of P and the whole volume of the actual passenger spaces above the margin line, the lower figure may be taken provided that the value of P1 used is not less than .4LN).
When P1 is greater than P
| Cs = 72 | M + 2P1 | (iii) | |
| V + P1 - P |
| Cs = 72 | M + 2P | (iv) | |
| V |
Limiting Values of Criterion Numeral—
Values of Cs less than 23 shall be taken as 23 and
Values of Cs greater than 123 shall be taken as 123.
For the purposes of paragraph 12(2) and 12(3)
| S = | 4691 - 10L | ||
| 17 |
For ships not having a continuous bulkhead deck, the volumes are to be taken up to the actual margin lines used in determining the floodable lengths.
The subdivision abaft the fore peak of ships 430 feet in length and upwards shall be governed by the factor F given by the formula—
| F = A - | (A - B) (Cs - 23) | (v) | |
| 100 |
Where A and B respectively are the factors (i) and (ii) defined in paragraph 10.
Where the factor F is less than .40 and it is shown to the satisfaction of the Principal Surveyor of Ships to be impracticable to comply with the factor F in a machinery compartment of the ship, the length of such compartment may be governed by an increased factor, which, however, shall not exceed .40.
The subdivision abaft the fore peak of ships less than 430 feet but not less than 260 feet in length having a criterion numeral not less than S, shall be governed by the factor F given by the formula—
| F = 1 - | (1 - B) (Cs - S) | ||
| 123 - S |
where B is the factor (ii) defined in paragraph 10.
The subdivision abaft the fore peak of ships less than 430 feet but not less than 260 feet in length and having a criterion numeral less than S; and of all ships less than 260 feet in length, shall be governed by the factor unity, unless it is shown to the satisfaction of the Surveyor of Ships to be impracticable to comply with this factor in any part of the ship, in which case, the Principal Surveyor of Ships may allow such relaxation as may appear to be justified, having regard to all the circumstances.
The provisions of subparagraph (3) shall apply also to ships of whatever length, which are to be certified to carry a number of passengers exceeding 12, but not exceeding either L 2 (in feet) 7000 or 50, whichever is the less.
Permissible length of pairs of compartments:
A compartment may exceed the permissible length determined by the rules of paragraph 12, provided the combined length of each pair of adjacent compartments to which the compartment in question is common, does not exceed either the floodable length, or twice the permissible length, whichever is the less. (See also subparagraph (4) of this paragraph). (E.R. 2 of 2021)
If one of the two adjacent compartments is situated inside the machinery space, and the second is situated outside the machinery space, and the average permeability of the portion of the ship in which the second is situated differs from that of the machinery space, the combined length of the two compartments shall be adjusted to the mean average permeability of the two portions of the ship in which the compartments are situated.
Where the lengths of two adjacent compartments are governed by different factors of subdivision, the combined length of the two compartments shall be determined proportionately.
Additional subdivision at Forward end: In ships 430 feet in length and upwards, one of the main transverse bulkheads abaft the fore peak shall be fitted at a distance from the forward perpendicular which is not greater than the permissible length.
Recesses in Bulkheads: A main transverse bulkhead may be recessed provided that all parts of the recess lie inboard of vertical surfaces on both sides of the ship, situated at a distance from the shell plating equal to .20B, and measured at right angles to the centre-line at the level of the deepest subdivision loadline.
Any part of a recess which lies outside these limits shall be dealt with as a step in accordance with the following subparagraph.
Steps in Bulkheads: A main transverse bulkhead may be stepped provided that—
the combined length of the two compartments, separated by the bulkhead in question, does not exceed 90 per cent of the floodable length; or
additional subdivision is provided in way of the step to maintain the same measure of safety as that secured by a plane bulkhead.
Equivalent plane Bulkheads: Where a main transverse bulkhead is recessed or stepped, and equivalent plane bulkhead shall be used in determining the subdivision.
Minimum spacing of Bulkheads: If the distance between two adjacent main transverse bulkheads, or their equivalent plane bulkheads, or the distance between the transverse planes passing through the nearest stepped portions of the bulkheads, is less than .02L + 10 feet, only one of these bulkheads shall be regarded as forming part of the subdivision of the ship in accordance with the provisions of paragraph 12.
Allowance for Local Subdivision:
Where a main transverse watertight compartment contains local subdivision and it can be shown to the satisfaction of the Surveyor of Ships that, after any assumed side damage extending over a length in feet of .02L + 10, the whole volume of the main compartment will not be flooded, a proportionate allowance may be made in the permissible length otherwise required for such compartment.
In such a case the volume of effective buoyancy assumed on the undamaged side shall not be greater than that assumed on the damaged side.
The claim for such allowance shall be accompanied by plans showing the proposed local subdivision and the volumes of the main and sub-compartments concerned. No allowance will be made where the main compartment and sub-compartments are liable to be in open communication, below the level of the margin line, through air, sounding or other pipes, etc.
Longitudinal Subdivision:
Where it is proposed to fit watertight decks, inner skins or longitudinal bulkheads, watertight or non-watertight, the Surveyor of Ships shall be satisfied that the safety of the ship will not be diminished in any respect, particularly having in view the possible listing effect of flooding in way of such structural arrangements. Except as provided in subparagraph (7) no relaxation from the requirements for transverse subdivision shall be made in respect of longitudinal subdivision.
The arrangements which fall within the general category of longitudinal subdivision are of such a varied character that it is not possible to lay down definite rules which would apply equitably to all cases that may arise in practice.
Calculations of angle of heel or of effect on stability may be necessary and plans showing the proposed longitudinal subdivision are therefore to be submitted for the Principal Surveyor of Ships for consideration and decision as to the calculations to be made and the spaces to be assumed flooded.
The object of these calculations is to show:
The angle of heel which might result from flooding due to side damage extending over a length in feet not exceeding .02L + 10.
If this angle is more than 7° , the Surveyor of Ships will as a rule require such arrangements to be made as will enable the list to be expeditiously reduced to an angle not exceeding 7°.
The angle of heel which might result from flooding of such compartments as may reasonably be assumed vulnerable under certain conditions of damage having regard to the arrangements under consideration.
If this angle is such that the margin line would not be submerged the arrangements may be allowed, otherwise they will require modification.
The effect on stability of flooding in way of a watertight deck.
The result of this calculation will be considered on its merits.
In making these calculations the ship is to be assumed to be in the worst anticipated service condition as regards stability, the permeabilities of the spaces assumed to be flooded being taken consistent with this condition as far as possible.
The stability conditions assumed in these calculations are to be confirmed after the ship has been inclined. (See paragraph 53).
Collision Bulkhead: Every ship shall have a forepeak or collision bulkhead, which shall be watertight up to the bulkhead deck. This bulkhead shall be fitted not less than .05L, and not more than .05L + 10 feet from the forward perpendicular.
If the ship has a long forward superstructure, the fore-peak bulkhead shall be extended weathertight to the deck next above the bulkhead deck. The extension need not be fitted directly over the bulkhead below, provided it is at least .05L from the forward perpendicular, and the part of the bulkhead deck which forms the step is made effectively weathertight. (See paragraph 18(5)).
After-peak and Machinery Space Bulkheads: An after-peak bulkhead, and bulkheads dividing the machinery space, as defined in paragraph 6(11), from the cargo and passenger spaces forward and aft, shall also be fitted and made watertight up to the bulkhead deck. The after-peak bulkhead may, however, be stopped below the bulkhead deck, provided the degree of safety of the ship as regards subdivision is not thereby diminished.
Stern Tubes and Glands: In all cases stern tubes shall be enclosed in watertight spaces. The stern gland shall be situated within a watertight shaft tunnel or other space of such volume that if flooded by leakage through the stern gland the margin line will not be submerged.
The height and width of the watertight tunnel or compartment shall be sufficient at every part to allow proper attention being given to shaft couplings, bearings, etc., within the space.
When the tunnels or their equivalent form part of the scheme of subdivision of a ship they shall be constructed as required by paragraphs 17 to 25.
Longitudinal Extent:
In ships 200 feet and under 249 feet in length a double bottom shall be fitted at least from the machinery space to the fore peak bulkhead, or as near thereto as practicable.
In ships 249 feet and under 330 feet in length a double bottom shall be fitted at least outside the machinery space, and shall extend to the fore and after peak bulkheads, or as near thereto as practicable.
In ships 330 feet in length and upwards a double bottom shall be fitted amidships, and shall extend to the fore and after peak bulkheads, or as near thereto as practicable.
Transverse Extent:
Where a double bottom is required to be fitted the inner bottom shall be continued out to the ship’s sides in such a manner as to protect the bottom to the turn of bilge.
Such protection will be deemed satisfactory if the line of intersection of the outer edge of the margin plate with the bilge plating is not lower at any part than a horizontal plane passing through the point of intersection with the frame fine amidships of a transverse diagonal line inclined at 25 degrees to the base fine and cutting it at a point one-half the ship’s moulded breadth from the middle line.
Wells in Inner Bottom: Wells constructed in the double bottom in connexion with the drainage arrangements shall not extend downwards more than necessary, nor shall they be less than 18 inches from the outer bottom or from the inner edge of the margin plate. A well extending to the outer bottom is, however, permitted at the after end of the shaft tunnel of screw ships.
Means of Access—Protection of Air and Sounding Pipes: The inner bottom must only be pierced for such manholes as are necessary for access and must be fitted with efficient covers having such arrangements as will secure effective watertight joints. All air and sounding pipes are to be effectively protected against risk of damage from cargo, coal, etc. (See paragraphs 124, 260 and 261).
In order that the required degree of subdivision shall be maintained, a load-line, corresponding to the approved subdivision draught is to be assigned and marked on the ship’s sides.
Ships having spaces which are adapted for the accommodation of passengers and the carriage of cargo alternatively may have, if the owners desire, one or more additional load-line marks corresponding to the subdivision draughts approved for the alternative conditions.
The positions of the subdivision load-lines and the conditions under which they apply shall be determined in every case by a Surveyor of Ships.
The subdivision load-lines assigned and marked under the foregoing provisions shall be recorded in the Safety Certificate, and shall be distinguished by the notation C.1 for the principal passenger condition, and C.2, C.3, etc., for the alternative conditions.
The freeboard corresponding to each of these loadlines inserted in the Safety Certificate shall be measured at the same position and from the same deck line as the freeboards determined by the Load Line Rules.
In no case shall any subdivision loadline mark be placed above the deepest loadline in salt water as determined by the strength of the ship and/or the Load Line Rules.
As regards inspection of subdivision loadlines, see paragraph 1(5)(d).
All watertight bulkheads, decks, recesses, etc., forming part of the subdivision arrangements should be of such strength and so constructed as to be capable of supporting with a proper margin of resistance, the pressure due to a head of water up to the margin line.
Plating: Transverse bulkheads shall be watertight up to the bulkhead deck, and shall have plating of not less thickness than required by Table 4, Appendix II.
Where a transverse bulkhead is at the end of a stokehold space, the lower part of the bulkhead plating to a height of at least 24 inches above the stokehold floor, shall be at least .1 inch thicker than given by the Table.Where a transverse bulkhead is at the end of a bunker space, the lowest strake shall be at least 36 inches high and .1 inch thicker than given by the Table. In all other cases the lowest strake shall be at least .04 inch thicker, except that any limber plates shall be .1 inch thicker.
Boundary Angles: These may be single and shall be at least .1 inch thicker than the bulkhead plating required by the Table.
Stiffeners:
These shall be in accordance with Table 1 or Table 2, Appendix II, in association with a spacing of 30 inches. Other forms of stiffener may be adopted if they provide not less strength and stiffness than those tabulated, and the spacing of stiffeners may be increased up to a maximum of 36 inches, provided they be correspondingly increased in strength and stiffness.
The lower end of each stiffener is to be attached to the shell plating, to the inner bottom plating or to efficient horizontal plating.
At each deck level which forms the top of a system of stiffeners, plating is to be provided of a character which will ensure horizontal rigidity in the bulkhead.
In the case of hold stiffeners connected to the inner bottom plating the lower bracket or its connecting angle shall extend over the floor adjacent to the bulkhead; the upper bracket is to be connected to angles which extend over the beam space, or other effective means shall be adopted for securing the necessary structural rigidity at these parts.
Where stiffeners are cut in way of watertight doors in the lower part of a bulkhead, the opening is to be suitably framed and bracketed, and a tapered web plate or buttress, stiffened on its edge, is to be fitted at each side of the door from the base of the bulkhead to well above the door opening.
Where stiffeners are not cut, but where the space between stiffeners has to be increased on account of watertight doors in ’tween deck bulkheads, the stiffeners at the sides of the doorway shall be increased in depth and strength.
In all cases where stiffeners are cut, or are widely spaced, the efficiency shall be at least equal to that of the unpierced bulkhead, without taking the door-frames into consideration.
The frames of watertight doors are to be well fitted and strongly connected to the bulkhead.
Riveting:
The rivets in seams, and connexions of plating and boundary bars of bulkheads shall be spaced not more than 4 1/2 diameters centre to centre, except on the shell flange of boundary angles where they may be 5 diameters centre to centre.
Where the distance below the bulkhead deck is more than 35 feet, the boundary angles shall be double riveted in both flanges, and the vertical connexion of plates shall also be double riveted.
The rivets connecting stiffeners to bulkhead plating shall be spaced not more than seven diameters centre to centre, and in the case of stiffeners having no bracket attachment, they shall be spaced four diameters for 15 per cent of their length each end.
Collision Bulkhead: The scantlings, both of plates and stiffeners shall not be less than are required for ordinary transverse bulkheads having stiffeners at 30 inch spacing, but the spacing of the stiffeners is not to exceed 24 inches.
Where this bulkhead extends above the bulkhead deck as required by paragraph 14, the extension is to have the same scantlings as an ordinary upper ’tween deck watertight bulkhead, and is to be made weathertight.
All provisions relating to main transverse watertight bulkheads shall, so far as is practicable, apply to watertight longitudinal bulkheads. They shall be equal in strength, stiffness and efficiency to transverse bulkheads of the same depth and shall be constructed in a similar manner.
Plating: The horizontal plating shall be at least .04 inch thicker than required for bulkheads at corresponding levels.
Beams: These shall be of the sizes given for stiffeners in Table 2, Appendix II, in association with a spacing of 30 inches, except where beams are fitted in short lengths bracketed at each end when they may be based on Table 1.
The length (長度) to be used with the Tables is to be the greatest distance between the points of support (when the beams are bracketed at one end the length for Table 2 may be reduced by the width of the bracket) and the height (高度) is to be the distance from the bulkhead deck to the watertight deck or flat minus half the “length”.
Where frames pass through a watertight deck or step, watertightness is to be maintained by means of caulked angle chocks or by cast iron or cast steel chocks efficiently secured or rust jointed.
The necessary supports to the beams are to be provided by bulkheads or by efficient girders pillared as required, care being taken that the rivet connexions of the pillars are sufficient to withstand the load due to water pressure. The distance between the lines of support is not to exceed about 15 feet.
These shall be so constructed as to provide strength and stiffness at all parts not less than as required for watertight bulkheads and flats.
Watertight ventilators and watertight trunks fitted for ventilation or other purposes shall be carried at least up to the margin line, and shall be of the same strength as watertight bulkheads at corresponding levels.
The means for making them watertight and the arrangements adopted for closing the openings in them shall be to the satisfaction of the surveyor.
The sizes of the stiffeners shall be in accordance with Table 5, Appendix II in association with a spacing of 36 inches. The foot of each stiffener is to overlap and be attached to the tunnel base angle in all cases.
Curved plating may be of the thickness given in Table 4 for 30 inch spacing, but flat plating is to be of the thickness required for the actual spacing of the stiffeners.
These shall be of such a strength and construction as will enable them to withstand a head of water up to the bulkhead deck.
Double bottoms, peak tanks, deep tanks and bunkers intended for the storage of oil fuel are to be of approved construction.
If the storage and settling tanks are to be constructed to the requirements of a recognized Classification Society, a copy of the detailed plans approved by the Society is to be forwarded for consideration. In all other cases fully detailed plans of the proposed construction, including riveting, etc., are to be submitted for approval before the work is taken in hand. (See paragraphs 74, 257, 258 and 286).
Testing main compartments by filling them with water is not compulsory. A complete examination of the bulkheads shall be made by a surveyor; and, in addition, a hose test shall be made in all cases.
After completion, a hose or flooding test shall be applied to watertight decks and a hose test to watertight trunks, ventilators and tunnels.
Hose testing of watertight bulkheads, decks, and tunnels is to be carried out under simultaneous inspection on both sides of the plating, while water is being played upon all riveted and caulked surfaces.
The pressure of the water in the hose shall not be less than 30 lbs. per square inch.
The fore peak is to be tested by filling it with water up to the level of the deepest subdivision loadline.
Double bottoms, duct keels and inner skins are to be subjected to a head of water up to the margin line.
Tanks which are intended to hold liquids and which form part of the subdivision of the ship are to be subjected to a head of water up to the deepest subdivision loadline or to a head corresponding to two-thirds of the depth from the keel to the margin line in way of the tanks, whichever is the greater.
These tests are for the purpose of ensuring that the subdivision structural arrangements are watertight, and are not to be regarded as a test of the fitness of any compartment for the storage of oil fuel or for other special purposes for which a test of a superior character may be required, depending on the height to which the liquid has access in the tank or its connexions. (See paragraph 259).
If a ship under construction is not intended to carry liquid fuel in the double bottoms, the surveyor need not necessarily witness the tests of these compartments, unless the ship is not classed. If, however, the double bottoms are to be used for liquid fuel, the surveyor is to witness the tests whether the ship is classed or not.
The number of openings in watertight bulkheads shall be reduced to the minimum compatible with the design and efficient working of the ship. Satisfactory means shall be provided for closing these openings.
Special consideration shall be given to the arrangement of air trunks or tunnels for forced draught so as to avoid, so far as possible, piercing the watertight bulkheads.
Within the machinery space and apart from those leading to bunkers and tunnels, there shall not be more than one opening in each main transverse bulkhead for inter-communication and these openings shall be so located as to have their sills as high as practicable. When the engine-room is subdivided by longitudinal watertight bulkheads the case should be submitted for special consideration under this subparagraph.
Doorways, manholes or access openings are not permitted:
in the collision bulkhead below the margin line;
in the main transverse bulkheads dividing a cargo space from an adjoining cargo space or from a permanent or reserve bunker, except as provided for in paragraph 41(3).
The collision bulkhead may be pierced below the margin line by not more than one pipe for dealing with fluid in the fore-peak tank, provided that the pipe is fitted with a screw-down valve capable of being operated from above the bulkhead deck, the valve chest being secured to the collision bulkhead inside the fore peak.
Openings closed only by portable bolted plates are not permitted in watertight bulkheads outside the machinery space. Such openings may be permitted for special purposes within the machinery spaces, subject to the condition that they will be closed and made watertight before the ship leaves port and not opened at sea except in the case of urgent necessity. The surveyor should ascertain that steps have been taken for securing compliance with this condition, on the fines indicated in paragraph 43(13) relating to side scuttles and dead lights. Whenever these plates are removed, all necessary precautions should be taken in replacing them to ensure watertightness.
Openings closed by sluice valves are not permitted in the watertight subdivision bulkheads.
Where pipes, electric cables, etc., pass through the main transverse bulkheads, arrangements shall be made to ensure that the watertightness of the bulkheads is not impaired. (See paragraph 122 (f)).
The arrangement and efficiency of the means for closing each opening in watertight bulkheads shall be consistent with its intended purpose and with the position in which it is fitted, and shall be generally to the satisfaction of the Surveyor of Ships.
Watertight doors fitted in bulkheads between permanent and reserve bunkers shall always be accessible except as provided in paragraph 41(5)(c).
Watertight doors shall comply with the following requirements.
The only types of watertight doors permissible are hinged doors and sliding doors.
A sliding door may have a horizontal or vertical motion. If required to be hand operated only, the gearing shall be capable of being worked at the door itself and also at an accessible position above the bulkhead deck.
The permissible classes of doors are:
Class 1—Hinged doors fitted with catches workable from each side of the bulkhead.
Class 2—Sliding doors operated by hand gear only.
Class 3—Sliding doors with brass rubbing faces operated by hand gear only.
Class 4—Sliding doors with brass faces operated by a releasing arrangement above the bulkhead deck as described in paragraph 35, and by hand gear.
Class 5—Sliding doors with brass rubbing faces operated by power from a central control, as described in paragraph 36, and by hand gear.
The mechanism required for closing sliding watertight doors by hand from above the bulkhead deck shall be expeditious in its action and sufficiently powerful to be capable of closing the door under unfavourable circumstances. The operating gear shall be accessible in all cases. It should, if possible, consist of a crank handle or a wheel and handle, and be permanently attached to the shafting so as to be always ready for use. If this cannot be done, the handle or wheel must be stowed immediately alongside the working position. There shall be an index at the operating position showing whether the door is open or closed. The lead of shafting to the door should be as direct and free from complications as possible. All screws, rods and other apparatus for raising and lowering watertight doors must be provided with proper lubrication, and guarded where necessary.
If a door is required to be closed by dropping or by the action of a dropping weight, it shall be fitted with a suitable arrangement to regulate the closing movement and the gearing shall be so arranged that the door can be released both at the door itself and at an accessible position above the bulkhead deck. Hand gear shall also be provided, so arranged as to operate at the door itself and above the bulkhead deck, and also so that, after being disengaged for dropping, it can be quickly re-engaged from either the upper or the lower position.
If the surveyor is of opinion that there is danger of persons being injured while passing through a doorway in a bulkhead owing to the door being of a quick-closing type, or for any other reason, a report of all the circumstances should be forwarded to the Principal Surveyor of Ships before a declaration is issued.
If a door is required to be power operated from a central control, the gearing shall be so arranged that the door can be operated by power also at the door itself. The arrangement shall be such that the door will close automatically if opened by the local control after being closed from the central control, and also such that any door can be kept closed by local arrangements which will prevent that door from being opened from the central control. Such power operated doors shall be provided with hand gear, workable both at the door itself and from an accessible position above the bulkhead deck.
The arrangements shall comply with the following conditions—
The power shall always be available at sea and ample for working the doors. The source of power shall be in duplicate, each power unit being sufficient to work the whole of the doors. An indicator shall be fitted at the central control station showing when power is available, and it shall be possible to close all the power worked doors practically simultaneously. The fluid used in a hydraulic system shall be a non-freezing mixture when low temperatures are likely to be encountered.
The hand operating gear required to be fitted in connexion with power-worked doors should be permanently attached to the doors unless satisfactory means are provided for speedily and reliably engaging it from above the bulkhead deck. In any case it should be seen that when the power is shut off there is no danger of vertical doors dropping, and the arrangements shall be such that, in the event of the power failing, the working of the hand gear on doors worked by hydraulic power will not be prevented or hindered by water-lock in the power or closing gear pipe.
If bilge floats are fitted the arrangements must not interfere with any other part of the closing system.
In all classes of sliding doors, indicators shall be fitted at all operating stations other than the door itself, showing whether the door is opened or closed.
The arrangements at the door shall be such as to minimize the possibility of tampering to cause the indicator to show a door closed, when open.
Power doors in passenger, crew and working spaces, which are capable of being closed from a position from which the doors are not visible, shall be fitted with sound signals for giving sufficient warning in all cases when they are about to be closed. One movement at the closing station shall be sufficient both to sound the signals and to close the doors and the signals shall work effectively even when the vessel has a list.
When the doors are not capable of being closed from a central control station, means of communication by telegraph, telephone or otherwise (such as by suitably distributed gongs sounding loudly an agreed signal), are to be provided whereby the responsible officer may rapidly communicate with the members of the staff responsible for closing doors.
Watertight doors shall be constructed to approved designs. Doors giving direct access to any spaces containing bunker coal shall, together with the frames, be made of cast or wrought steel. In other positions, doors and frames may be made of cast iron.
Brass rubbing faces of sliding doors may be formed either on the door or frame. They should be protected against damage while a door is being closed. If brass strips are used they shall be firmly secured and, if one inch or less in width, they shall be fitted in recesses.
Where screw gear is used for operating the door, the screw shall work in a gun metal nut.
Vertical doors should have no groove at the bottom in which dirt may lodge so as to prevent the door closing properly. The bottom bearing of the door may, however, be of skeleton form so arranged that dirt cannot easily lodge. The bottom edge of vertical doors shall be tapered or bevelled to cut through coal or other obstacles.
Unless sliding doors are very substantially constructed intermediate points of support may be necessary along the leading and trailing edges, when the doors are in the closed position, especially if they have to resist considerable pressure.
The frames shall be carefully fitted to the bulkheads and the joints should be of a kind that will not be liable to deteriorate with age or be readily injured by heat. Thin hard wood may be used in ordinary cases, but for bunkers or where oil may take fire the jointing must be indestructible by fire.
Satisfactory arrangements shall be made by means of screens or otherwise to prevent coal from interfering with the closing of watertight bunker doors.
It should be ensured that horizontal sliding doors will not move when the ship is rolling and where necessary a clip or other device shall be provided to prevent the door closing when the ship is severely inclined.
For the efficient working of the doors it is essential that the working parts should be properly lubricated and the gear guarded where necessary.
Watertight doors shall be tested by water pressure to a head up to the margin line. The test shall be made before the ship is put in service either before or after the door is fitted. Where there are several doors of the same type to be fitted in a ship, one of the type may be selected for test at the maker’s works and, provided the result of the test is satisfactory, the remaining doors of the type may be accepted without such tests.
In closing the doors for the test to be applied, the power exerted should not exceed that available for operating the doors on board the ship for which they are intended. The frame-work in the workshop to which the door frame is secured for the purpose of testing, should not be such as to give greater reinforcement to the frame than the stiffening on the bulkhead to which it is to be attached.
The head of water should be taken from the bottom of the door to the margin line in way of the bulkhead on which the door is fitted, but in no case should the test pressure be less than 20 feet head for sliding doors and 10 feet head for hinged doors. The purpose of the test is to show that the door is of sufficient strength and reasonably tight under the test pressure. The amount of leakage is to be recorded.
After being fitted in place on the bulkhead, the door including the watertightness of the attachment of the door frame to the bulkheads, is to be tested by a hose in the manner required for the bulkhead. (See paragraph 26).
All the doors should be operated by hand, and by power if provided, in the presence of the Surveyor and the times taken to close should be reported. In the case of bunker doors the closing tests should be made when coal is in the bunkers.
The Surveyor should see that the indicators and warning signals are efficient.
Where it is stated in this section that a door should be of a specified class, a door of a class bearing a lower number in the table in paragraph 33 may not be fitted, but a door of a class bearing a higher number may be fitted.
Hinged watertight doors in passenger, crew, and working spaces are only permitted above a deck, the under side of which at its lowest point at side is at least 7 feet above the deepest subdivision loadline, and they are not permitted in such spaces below such a deck.
Hinged watertight doors of satisfactory construction may be fitted in bulkheads dividing cargo between deck spaces, in levels in which side cargo doors would be permitted under the provision of paragraph 47. These doors shall be closed before the voyage commences and shall be kept closed during the voyage. The Surveyor should ascertain that steps have been taken for securing compliance with this condition, on the lines indicated in paragraph 43(13) relating to side scuttles and dead lights. The time of opening such doors in port and of closing them before the ship leaves port shall be entered in the official log book. Where it is proposed to fit such doors, the number and arrangements shall be submitted for consideration, and a statement shall be required from the owners certifying as to the absolute necessity of such doors.
All other doors shall be sliding doors and when situated with their sills above the deepest subdivision loadline may, subject to power doors being required in special cases (subparagraph (5)(d)) be hand operated sliding doors (Class 3). (E.R. 2 of 2021)
When any doors which may be sometimes opened at sea, excluding those at the entrances of tunnels, are fitted in the main transverse watertight bulkheads at such a height that their sills are below the deepest subdivision loadline, the following rules shall apply, subject to power operated doors (Class 5) being required in special cases (sub-subparagraphs (c) and (d))— (E.R. 2 of 2021)
When the number of such doors exceeds five they shall be power operated (Class 5) and shall be capable of being simultaneously closed from a station situated on the bridge, the closing of these doors being preceded by a warning sound signal.
When the number of such doors does not exceed five—
if the criterion numeral does not exceed 30, they may be Class 3 doors operated by hand only;
if the criterion numeral exceeds 30, but does not exceed 60, they may be either Class 4 dropping doors fitted with releasing gear and hand gear operated at the door and from above the bulkhead deck, or doors operated by power;
if the criterion numeral exceeds 60, they shall be power operated (Class 5) and shall be capable of being simultaneously closed from a station situated on the bridge, the closing being preceded by a warning signal.
If watertight doors which have sometimes to be open at sea for the purpose of trimming coal are fitted between bunkers in the between decks below the bulkhead deck, these doors shall be power operated (Class 5). The opening and closing of these doors is required to be recorded in the official log book.
When trunkways in connexion with refrigerated cargo are carried through more than one main transverse watertight bulkhead, and the sills of the openings are less than 7 feet above the deepest subdivision loadline, the watertight doors at such openings shall be power operated (Class 5).
(Note: The foregoing instructions refer to doors in transverse bulkheads. If there are doors in longitudinal bulkheads the case should be submitted to the Principal Surveyor of Ships for instructions as to the classes of doors required in both the longitudinal and transverse bulkheads.) (E.R. 2 of 2021)
Where trunkways or tunnels for access from crew’s accommodation to the stokehold, for piping or for any other purpose, give access to the machinery spaces, each such trunkway or tunnel shall be fitted with a watertight door of the type required by its location in the ship.
The number of openings in the ship’s sides below the margin line shall be reduced to the minimum compatible with the design and proper working of the ship.
The arrangement and efficiency of the means for closing each such opening shall be consistent with its intended purpose and the position in which it is fitted and shall be to the satisfaction of the Surveyor of Ships.
The number of side scuttles which are capable of being opened shall be reduced to a minimum consistent with the requirements of the ship’s service.
If, in a between decks, the sills of any side scuttles are below a line drawn parallel to the bulkhead deck at side and having its lowest point .025 B feet above the deepest subdivision loadline, all side scuttles in that between decks shall be of a non-opening type.
If, in a between decks, all the sills of the side scuttles are above the line defined in subparagraph (2) but not all above a line drawn parallel to and 12 feet above it, all the side scuttles in that between deck shall be either of a non-opening type or of such construction as will effectively prevent any person opening them without the consent of the master of the ship.
Other side scuttles may be of any ordinary opening type.
If, in a between decks, the sills of any of the side scuttles of the opening type referred to in subparagraph (3) are below a line drawn parallel to the bulkhead deck at side and having its lowest point .025B + 4.5 feet above the water-line at which the ship is floating on her departure from any port (or .025B + 3.5 feet above the water-line when the ship is in the tropical zone or in a seasonal tropical area during the appropriate tropical period under the Load Line Rules), all side scuttles in that between decks shall be closed watertight and locked before the ship leaves port and they shall not be opened during navigation. The Surveyor of Ships will indicate, on the application of the builders or owners the limiting mean draught at which these side scuttles will have their sills above the line defined in this paragraph and at which it will be permissible to open them at sea on the responsibility of the master.
The time of opening such side scuttles in port and of closing and locking them before the ship leaves port is required to be entered in the official log book.
Efficient and permanently attached hinged inside dead lights arranged so that they can be easily and effectively closed and secured watertight shall be fitted to all side scuttles—
which are required to be of a non-opening type;
which are to be fitted within one-eighth of the ship’s length of the forward perpendicular;
which are to be fitted in positions defined in subparagraph (3);
which will not be accessible during navigation;
which are to be fitted in spaces intended for the accommodation of sailors and firemen;
which are to be fitted in spaces intended for the accommodation of steerage passengers.
Side scuttles fitted below the bulkhead deck, other than those referred to in the subparagraph (6), shall be fitted with efficient inside deadlights which may, however, be portable provided each such deadlight is stowed adjacent to the side scuttle to which it belongs.
Side scuttles and their deadlights which will not be accessible during navigation, shall be closed and secured before the ship proceeds to sea.
No side scuttles shall be fitted in any spaces which are appropriated exclusively to the carriage of cargo or coal.
Automatic ventilating side scuttles shall not be fitted in the ship’s sides below the margin line without the special sanction of the Principal Surveyor of Ships.
The above instructions are intended to apply to circular side scuttles of the usual dimensions. Special patterns of side scuttles have received the approval of the Principal Surveyor of Ships under certain conditions, and in submitting the plans showing the builder’s proposals the Surveyor should state whether the side scuttles to be fitted are of approved design or otherwise. If they are not of approved design, or if they are of unusual size or construction, full particulars, including detail plans of the side scuttles, and the position for which they are intended, should be submitted for the consideration of the Principal Surveyor of Ships.
Any special rules for side scuttles which may be laid down in connexion with the Load Line Rules are also to be complied with in passenger ships.
When any side scuttles and deadlights are required to be kept closed during navigation, as provided for under the preceding subparagraphs, the Surveyor should ascertain that the responsible ship’s officers have been properly instructed to that effect, and that an appropriate notice is posted up in the chart room. (E.R. 2 of 2021)
The number of scuppers, sanitary discharges and other similar openings shall be reduced to the minimum either by making each discharge serve for as many as possible of the sanitary and other pipes, or in any other satisfactory manner.
Discharges led through the ship’s sides from spaces below the margin line shall be fitted with efficient and accessible means for preventing water from passing inboard. It is permissible to have for each separate discharge either one automatic non-return valve fitted with a positive means of closing it from above the bulkhead deck, or, alternatively, two automatic non-return valves without such means, the upper of which valves is so situated above the deepest subdivision load line as to be always accessible for examination under service conditions.
Where a positive action valve is fitted, the operating position above the bulkhead deck shall always be readily accessible and means shall be provided for indicating whether the valve is free or closed down.
Where the two-valve system is adopted the higher valve should be of the horizontal balanced type normally closed.
The geared valve, or the lower of the two non-geared valves is to be fitted in a strong valve box secured to the shell plating.
Discharge pipes, no matter of what material they may be made, are not to be fitted in a direct line between the outboard openings and the connexions with the decks, water closets or similar fittings, but are to be arranged with bends or elbows of substantial metal, other than cast iron or lead.
Pipes made of lead should have a sufficient bend to provide for expansion of the pipe or any movement due to the working of the ship.
The pipes and valves should be protected from the cargo by substantial casings which need not be watertight.
All bolts connecting cocks, valves, pipes, etc., to the shell plating of the ship must have their heads outside and the heads should be either countersunk or cup-headed.
When water closets of the under-waterline type are to be fitted, plans should be specially submitted for approval.
Special arrangements for the drainage of a watertight deck will usually be necessary, and the drainage pipes shall be so fitted with valves, or disposed in such a manner, as to avoid risk of water passing from a damaged to an undamaged compartment.
The inboard opening of each ash-shoot, rubbish-shoot, etc., shall be fitted with an efficient cover.
If the inboard opening is situated below the margin line the cover shall be watertight and in addition an automatic non-return valve shall be fitted in the shoot in an easily accessible position above the deepest subdivision loadline. This valve should be of the horizontal balanced type, normally closed, and is to be provided with a local means for securing it in the closed position.
When the shoot is not in use both the cover and the valve are to be kept closed and secured. A permanent and conspicuous notice to this effect is to be fixed near the hopper.
The foregoing requirements do not apply to those ash ejectors and expellers, the inboard openings of which must necessarily be below the deepest subdivision loadline in the stokehold, provided that such ejectors and expellers are fitted with efficient valves and other fittings for preventing water entering the ship through them.
When any such ports are to be fitted below the margin line they shall be of sufficient strength. They shall be effectively closed and secured watertight before the ship leaves port and be kept closed during navigation.
The Surveyor is to report any case in which it is proposed to fit gangway, cargo or coaling ports in a ship’s side, partly or entirely below the deepest subdivision loadline, and should state whether the working of the vessel would be hampered if the fitting of such ports were not allowed.
These shall be so arranged as to prevent accidental admission of water into the ship.
Cocks or valves are to be fitted between the pipes and the shell plating. They must be attached to the latter and so arranged that they can be easily and expeditiously opened or closed at any time.
The cocks, valves and the whole lengths of the pipes connected to them shall be accessible at all times.
To prevent the accidental admission of water into the ship owing to the fracture of main or auxiliary inlet or discharge valve chests which if fastened directly to the skin of the ship would require to have long necks, such chests are to be made with the necks as short as practicable and are to be attached to wrought steel boxes built on to the skin of the ship. Chests having other than short necks are to be made of cast steel.
Shipside cocks and valves related to main and auxiliary machinery or boilers shall not be of ordinary cast iron. Consideration will be given to the case of special grades of cast iron provided that full particulars are submitted for the approval of the Principal Surveyor of Ships. Steel valves must be suitably protected against corrosion. (G.N.A. 169 of 1950)
Means for closing: Side-scuttles, gangway and cargo doors, coaling ports and other means for closing openings in the ship’s sides above the margin line shall be of efficient design and construction and of sufficient strength having regard to the spaces in which they are fitted and their positions relative to the deepest subdivision loadline.
Deadlights: In superstructures situated immediately above the bulkhead deck, efficient hinged deadlights, arranged so that they can be effectively closed and secured watertight, shall be fitted to scuttles which are—
within one-eighth of the ship’s length abaft the stem in forecastles which are closed at the after end; or
in spaces which are intended, or capable of being readily adapted, for the stowage of cargo, fuel, or stores, if these spaces are closed at both ends, or are so arranged that they can be readily so closed when required.
Portable Plugs: Subject to paragraph 43(12) side-scuttles other than those referred to in subparagraph (2)(b) shall either be provided with deadlights, which may be portable, or be designed to receive outer plugs; such portable deadlights or plugs are to be provided to the extent of 25 per cent of the total number of side scuttles not having efficient hinged deadlights and they shall be stowed in suitable positions.
All openings in the exposed weatherdeck shall have coamings of ample height and strength and shall be provided with efficient means for expeditiously closing them weathertight.
Freeing ports and/or scuppers shall be fitted as necessary for clearing the weatherdeck of water in heavy weather.
For the special weathertight arrangements required at the forward end in certain cases, see paragraphs 14(1) and 18(5).
In passenger and crew spaces, practicable means of exit to the open deck shall be provided for the occupants from each watertight compartment.
Practicable means of escape for the crew shall be provided from each engine room, shaft tunnel, stokehold compartment, and other working spaces, independent of watertight doors.
Ships shall be fitted above the bulkhead deck with fire-resisting bulkheads of such construction, and so fitted, as to serve the purpose of retarding the spread of fire. The mean distance between any two consecutive bulkheads of this description shall not in general exceed 131 feet. Recesses and steps and the means for closing all openings in these bulkheads shall be fire-resisting and flametight.
Steel bulkheads of scantlings and stiffening equal to those specified for watertight bulkheads in the ‘tween decks immediately below the bulkhead deck may be accepted, provided they are not lined with inflammable material.
Any other fire-resisting material may be used for these bulkheads, provided it is shown by suitable experiments that bulkheads so constructed are capable of withstanding a fire of considerable fierceness and high temperature for a reasonable period, say, 1,500° Fahr. for one hour.
Recesses and steps in these bulkheads shall be of equivalent construction, from the fire-resisting point of view, to the bulkheads themselves.
Any openings in the bulkheads should be closed with doors which are, if practicable, of similar construction. If hinged doors are fitted, each shall be secured by suitable clips or slip-bolts workable from either side of the bulkhead, and the number of the clips or slip-bolts shall be sufficient to prevent the door from warping under the conditions mentioned above.
Inclining Experiment: Every new passenger ship shall be inclined upon its completion and the elements of its stability determined.
The Surveyor is to witness the inclining of the ship and satisfy himself that it is carried out in such manner and under such conditions as will give satisfactory results.
Stability Data: The owners shall supply the operating personnel with such information as may appear necessary for their guidance in loading and ballasting the ship to ensure sufficient stability in all usual service conditions.
A copy of the information supplied is to be forwarded to the Principal Surveyor of Ships for information and record.
If any permanent ballast is placed in the ship its nature, amount, and distribution are to be reported.
| “Simla Special Trades” relate to trades involving the carriage of pilgrims or other unberthed passengers within the area to which the Simla Rules apply. |
Subject to the modifications indicated in paragraphs 54 to 63, the instructions given in paragraphs 1 to 53, relating to Construction shall apply to these ships.
In the case of a steamship requiring a safety certificate for a short international voyage, the Principal Surveyor of Ships may allow relaxations from the instructions relating to Double Bottoms (paragraph 15), Openings in W.T. Bulkheads (paragraphs 28 to 41), and Openings in the Ship’s Sides below the Margin Line (paragraphs 42 to 48) if and to the extent that he is satisfied that any such requirement is neither reasonable nor practicable in the case of that ship.
Shipbuilders and owners or their representatives are to be informed that application for any such relaxation is to be addressed to the Principal Surveyor of Ships together with full particulars as to the reasons for the application.
(Addition to paragraph 9(3)). Where it is shown to the satisfaction of the Principal Surveyor of Ships that the permeability of one or more compartments of the portion of the ship before (or abaft) the machinery space, as determined by detailed calculation, is less than that given by the formula 63 + 35 a v , the calculated values may be substituted for each of the compartments in that portion of the ship. For the purpose of such calculation the permeabilities of passenger spaces, as defined in paragraph 6(12), shall be taken as 95, that of all cargo, coal and store spaces as 60, and that of double bottom, oil fuel and other tanks at such values as may be approved in each case by the Principal Surveyor of Ships.
(Subparagraph to be substituted for paragraph 11(1)).
The Criterion of Service Numeral shall be determined by the following formula—
| Cs = 72 | M + 3/2 P1 | where | |
| V + P1 - P |
Cs = the Criterion Numeral.
M = the volume of the machinery space, as defined in paragraph 6(11), with the addition thereto of the volume of any permanent oil fuel bunkers which may be situated above the inner bottom and before or abaft the machinery spare.
P = the whole volume of the passenger spaces below the margin line, as defined in paragraph 6(12).
V = the whole volume of the ship below the margin line.
P1 = P + 7A + .4LN
A = the total area in square feet of the spaces measured in determining the number of unberthed passengers to be carried above the margin line including the area of any compartment containing more than six berths. The area of the spaces occupied by galleys, mess rooms, latrines, washplaces, luggage and store rooms, lavatories, hospitals and the airing spaces for between deck passengers shall not be included.
L = the length of the ship, as defined in paragraph 6(2).
N = the total number of berths for berthed passengers carried above the margin line, a berthed passenger being defined as one accommodated in a compartment containing not more than six berths.
(Subparagraph to be substituted for paragraph 12(4)).
The provisions of subparagraph (3) shall apply also to ships of whatever length, which are certified to carry a total number of passengers not exceeding L 2 (in feet) 1,260 or 280, whichever is the less, of which the number of berthed passengers shall not exceed L 2 (in feet) 7,000 or 50, whichever is the less. In ships of 430 feet in length and upwards to which this subparagraph applies, the subdivision abaft the forepeak shall be governed by the factor unity.
(Alteration in paragraph 13).
In subparagraph (2) the words “floodable length” shall be substituted for the words “permissible length”.
(Addition to paragraph 16).
At the end of subparagraph (2) add the words ““Loadlines” assigned under the Simla Rules shall be distinguished by the notation D.1, D.2, D.3, etc.”.
(Alterations in paragraph 41).
In subparagraph (5)(b) insert the words “exceeds three and” before the words “does not exceed five”.
Insert new subparagraph (5)(bb) as follows:
“When the number of such doors does not exceed three—
If the criterion numeral does not exceed sixty-five, they may be Class 3 doors operated by hand only.
If the criterion numeral exceeds sixty-five, they shall be power operated (Class 5) and shall be capable of being simultaneously closed from a station situated on the bridge, the closing being preceded by a warning signal.”.
(Alteration in paragraph 43).
In subparagraph (6)(f) insert the words “or unberthed” before the word “passengers”.
(Addition to paragraph 51).
At the end of subparagraph (2) add the words: “The Principal Surveyor of Ships may, on the application of builders or owners, exempt ships of less than one hundred and fifty feet in length from having such means of escape from the shaft tunnels when in his opinion the fitting of such means would be impracticable or unreasonable.”.
(Addition to paragraph 52).
At the end of subparagraph (1) add the following words: “Such bulkheads shall not be required in long detached closed superstructures which are not permanently arranged to convey berthed passengers, and in superstructures having large openings in the ship’s sides.”.
Subject to the modifications indicated in the following paragraphs 65 to 67, the instructions relating to Construction for ships engaged on short international voyages are to apply.
(Paragraphs 17 to 27).
The minimum scantlings of the watertight bulkheads, shaft tunnels, etc., are to be determined as follows—
In ships not exceeding 150 feet in length, from Tables 1A, 2A, 2B, 3, 4A, 5A. (Appendix II).
In ships 250 feet in length and upwards, from Tables 1, 2, 3, 4, 5. (Appendix II).
In ships between 150 feet and 250 feet in length, by interpolation between these two standards.
Where it is clearly shown to be impracticable or unreasonable to adhere rigidly to the requirements of paragraph 41 as modified by paragraph 60, such relaxations may be granted by the Principal Surveyor of Ships as may appear justified having regard to all the circumstances.
Paragraph 52 as modified by paragraph 63 should be complied with where the constructional and other arrangements are such as to make the provision of fire stops reasonable and easily practicable.
Subject to the modifications indicated in the following paragraphs 69 to 73, the instructions relating to Construction for ships engaged on short international voyages are to apply.
(Paragraph 9).
The average permeability of the machinery space shall be taken at 80 in steamships and at 85 in ships fitted with internal combustion engines.
The average permeability of the portion of the ship before (or abaft) the machinery space shall be obtained from the formula— (E.R. 2 of 2021)
| 95 - 35 | v | ||
| b |
where—
b = the volume of the spaces below the margin line and above the top of floors, inner bottom, cargo platforms, or peak tanks, as the case may be, which are appropriated to and used as cargo spaces, bunkers, store rooms, baggage and mail rooms, chain lockers, and fresh water tanks; and
v = whole volume of the portion of the ship below the margin line before (or abaft) the machinery space.
In applying the foregoing rule the volume of the cargo spaces below the margin line to be included in “b” is to be determined as follows—
The whole volume is to be included for the deep load condition but none for the condition in which no cargo is carried. For any intermediate condition of loading, such proportion of the volume is to be included as may appear reasonable and consistent with the draught under consideration assuming the cargo to be homogeneous and of the same density in each case.
(Paragraphs 17 to 27).
The scantlings of the watertight bulkheads, etc., are to be at least in accordance with Tables 1A, 2A, 2B, 3, 4A and 5A (Appendix II).
(Paragraphs 28 to 40).
The watertight bulkheads are not to be pierced by doorways or other similar openings except as may be required for special purposes, in which case full particulars of the openings and the proposed means for closing them are to be submitted for the approval of the Principal Surveyor of Ships.
(Paragraph 49).
The requirements of subparagraphs (2) and (3) need not be complied with in these ships.
The requirements of paragraph 52 as modified by paragraph 63 should be complied with where the constructional and other arrangements are such as to make the provision of fire stops reasonable and easily practicable.
The plans and particulars referred to in paragraph 1 to be submitted to the Principal Surveyor of Ships include those specified below and such other information as may appear necessary for the full consideration of the builder’s proposals for complying with the Governments requirements for the issue of a passenger or safety certificate.
Such plans are to be in duplicate.
Hull Structural Plans (Paragraph 2).
Midship section, longitudinal section and other structural plans showing the principal hull scantlings, framing, pillars and girders, panting arrangement, strengthening of bottom forward and compensation in way of openings in the shell plating and strength decks.
Plans showing details of the rudder and the principal hull castings or forgings including their connexions to the hull.
Subdivision Arrangements and Calculations (Paragraphs 5 to 16).
outline profile and plans showing the margin line (corrected as necessary); all watertight transverse and longitudinal bulkheads, decks, inner skins, shaft and other tunnels, trunks and ventilators; recesses and steps in the watertight bulkheads; double bottoms; and principal openings in the watertight bulkheads and decks; the appropriation of spaces below the bulkhead deck; the positions of equivalent plane bulkheads; the lengths of the main transverse compartments and the weathertight arrangements at the forward end.
Tunnels, recesses and steps are to be shown in plan and elevation and typical sections of the double bottom should be given.
Subdivision coefficients and particulars on Forms B.H.1, B.H.1A, B.H.2 and B.H.2A.
Calculations of equivalent plane bulkheads; allowances for local subdivision and, if available, a copy of the builder’s flooding calculations and curves. (See also paragraph 75(3)).
Subdivision Structural Details (Paragraphs 17 to 25 and 28 to 47).
Plans showing scantlings and details of construction of all watertight and oil-tight bulkheads, decks, inner skins, shaft and other tunnels, escape and other trunks.
The pressure head upon which the scantlings of oil-tight bulkheads, decks, etc., are based should be indicated on the plans.
Plans showing the arrangement, types and details of all side scuttles below the margin line.
Plans showing the arrangement and detail of all side doors below the margin line.
Plans showing the arrangement and particulars of ship’s side discharges, including ash-shoots, rubbish shoots, etc.
Arrangement above the Bulkhead Deck (Paragraphs 49 to 52):—
Plans showing the arrangement and particulars of side scuttles above the margin line.
Plans showing the arrangement and details of sidedoors above the margin line.
Plans showing the arrangement and details of fire-resisting bulkheads, doors, etc.
Plans showing the exits from watertight compartments and the arrangements for complying with the requirements of paragraph 51.
Stability (Paragraphs 13 and 53):—
Calculations of angle of heel made in connexion with paragraph 13(8) and copy of relevant instructions issued to ship’s Officers.
Report of inclining experiment (paragraph 53) and copy of stability information issued to the operating personnel in accordance with paragraph 53(2).
Amount and disposition of permanent ballast, if any (paragraph 53(3)).
Plans and particulars of watertight doors (paragraphs 31 to 41, 46 and 48).
An outline sketch, plan and elevation showing the margin line; the deepest subdivision loadline; the positions of the watertight doors; openings in watertight bulkheads for air trunks and refrigerating trunkways; openings closed by portable plates and the leads of the shafting for the hand gear of the doors, etc.
When power doors are to be fitted the following particulars, with plans as necessary—
Sources of power for operating the doors.
Arrangements for transmitting the power from the central closing station for operating the doors.
Gauges or indicators at the central closing stations, which show whether the power is available for operating the doors.
Indicating arrangements at the central closing station for showing whether the doors are open or shut.
Warning signals operating when the closing power is about to be applied.
Detailed plans of the different doors showing—
the various gears for operating the doors by hand and power.
the indicators for showing when the doors are closed by hand.
the screens for preventing coal interfering with the closing of bunker doors.
Plans of under water ash ejectors and expellers, and valves and other fittings for preventing the accidental admission of water into the ship. (See paragraphs 46 and 48).
The coefficients and particulars on Forms B.H.1, and B.H.1A, B.H.2 and B.H.2A, referred to in paragraph 74(2)(b) are required for developing flooding curves by the surveyor of ships and the surveyor is therefore to satisfy himself that the information on these forms is correct. If, in the process of checking, any material errors are found the surveyor is at once to advise the Principal Surveyor of Ships and render amended particulars.
Except as provided for in subparagraph (3), the builders of the ship are not obliged to furnish a copy of their subdivision calculations but the surveyor is to visit the shipyard in order to check them and to take such notes of the figures as will enable him to identify them at any future time.
If the builders make flooding calculations and curves by the Ministry of Shipping’s approximate method and are willing to furnish a copy of them, they are to be forwarded to facilitate the work.
It must be made clear to the builders of the ship that in the event of any alteration being made in the lines plan after the coefficients, etc., have been verified, the calculations are to be at once revised, re-checked by the surveyor and the results supplied to the Principal Surveyor of Ships so that the flooding curves may be amended as necessary.
If a ship is of such exceptional form that special subdivision calculations and curves are made as provided for in paragraph 8, these are to be checked at the shipyard and a complete copy forwarded for consideration.
Every passenger steamship engaged on international voyages other than the River Trade is to be provided with at least three efficient compasses complete with binnacles. One is to be a standard compass fitted with the means for taking accurate bearings.
Passenger steamships engaged on international voyages in the River Trade must be provided with at least one standard compass fitted with the means for taking accurate bearings and one steering compass.
All compasses which are provided in accordance with paragraph 76 must be properly adjusted from time to time to the satisfaction of the surveyor, and according to the following instructions.
On the first survey of any new steamship, the surveyor shall require the compasses to be properly adjusted or verified by a competent person selected by the shipowner.
The certificate of such a person is to be to the effect that the compasses of a steel or iron ship are properly adjusted and a table of errors furnished, or, in the case of a wooden ship, are properly verified and a table of errors provided.
In the case of steel and iron ships which are surveyed after lying idle for a long time, or after having undergone repairs or alterations involving the removal or addition of iron or steelwork, a certificate of adjustment is to be required.
Apart from the adjustment of compasses in the circumstances mentioned in subparagraph (1), all compasses should be occasionally adjusted, but this is less essential if, when ships have been in service for a long period, the surveyor is satisfied that the Compass Deviation Book has been kept up to date, and if a comparison extending over two or three voyages shows that there has been no marked change in the deviation.
In ships where electrical energy is utilised for lighting or any other purpose, disturbing effects are likely to arise from electric circuits adjacent to the compasses. It is therefore necessary that the adjustments should be made (a) with the dynamo at rest, (b) with the dynamo running and the various electric circuits in the vicinity of the compass “on” and (c) with the dynamo running and such circuits “off”. In all such instances the surveyor is to require the certificate of adjustment to be in the following form— “This is to certify that the compasses of the iron (steel) steamship O.N. have been adjusted for magnetic deviation, and are now in perfect order. Tables showing the effect of such deviation have this day been handed to the Master. The deviations have been ascertained on the various courses both with the dynamo stopped, and with it running at full speed, with electric current ‘on’ and ‘off’ all circuits in the vicinity of the compasses.
The deviations so found are practically identical under both conditions, and are in accordance with the tables furnished this day to the Master.
Dated at this day of , 19 . (Signature) .”.
Certificates of adjustment or verification should be in the possession of the surveyor before the latter gives his declaration, and he should forward them to the owners with his declaration. (See, however, paragraph 79).
In all cases the surveyor should satisfy himself as to the proficiency of the person whose signature is attached to such certificates.
In cases, when having regard to paragraph 77 the surveyor does not consider an adjustment necessary, he should, before he grants his declaration, obtain a certificate signed by the master and mate who are going to make the next voyage in the ship to the effect that the compasses are to their satisfaction, and that correct deviation cards have been supplied. This certificate is to be attested by the owners and the wording should be as shown on form “Surveys 23”. (E.R. 2 of 2021)
If, however, either the master or mate who is to make the next voyage in the ship does not sign a certificate of this kind, or if the owners decline to attest it, the surveyor must require the compasses to be readjusted, and enclose a certificate from an adjuster in the declaration.
In order to facilitate the preparation of passenger certificates, declarations may be issued in the absence of the relevant compass certificate in either of the following cases—
If the master of a ship has not been able to procure a certificate of adjustment of the compasses and the omission does not appear to be due to any negligence or fault of the master or owner.
If there is delay in obtaining the certificate of the master and mate and there is no reason to believe that they will refuse to sign this certificate or that the owners will decline to attest it.
When the requisite certificate is not available for enclosure with the declaration, the surveyor is to report the fact in writing to the Principal Surveyor of Ships so as to ensure that the passenger certificate will be withheld until the necessary compass certificate is produced.
The minimum requirements as to the provision of leads and lead-lines are as follows—
In the case of every passenger steamship engaged on international voyages other than the River Trade:
2 deep sea leads of at least 28 lbs. each.
2 deep sea lead-lines of at least 120 fathoms each and a suitable reel.
Provided that where an efficient sounding machine is fitted, one of the deep sea leads and lead-lines need not be required, and where a second drum with an additional 300 fathoms of wire is supplied, it is unnecessary to require the provision of any deep sea leads and lead-lines.
4 hand leads of at least 7 lbs. each.
4 hand lead-lines of at least 25 fathoms each.
The hand leads and lead-lines are to be provided in all cases.
In the case of every passenger steamship engaged on international voyages in the River Trade:
2 hand leads of at least 7 lbs. each.
2 hand lead-lines of at least 25 fathoms each.
The anchors and chain cables of every passenger steamship are to be properly tested, certified and sufficient for the service intended.
The surveyor should require the production of the test certificates of any anchor or chain cable exceeding 168 lbs. in weight which forms part of the equipment of the ship.
When from any cause these cannot be produced, he is to exercise discretion as to insisting upon compliance with this instruction, if satisfied that the anchors and chain cables have been proved and the proof marks are distinct and in order. Doubtful cases are to be reported to the Principal Surveyor of Ships.
In the case of every passenger steamship engaged on international voyages other than the River Trade, anchors and chain cables, if provided in accordance with the requirements of Lloyd’s Register of Shipping, may be regarded as being adequate for the service intended.
In the case of every passenger steamship engaged on international voyages in the River Trade, the number and weight of anchors, the size, length and weight of chain cables are to be to the approval of the Principal Surveyor of Ships.
In every instance proper hawsers and warps are to be provided.
Spare anchors must not be stowed below but kept readily available.
The prescribed signals of distress, to be used either together or separately are—
In the daytime:
A gun or other explosive signal fired at intervals of about a minute;
The International Code signal of distress (i.e., the signal N C);
The distance signal, consisting of a square flag, having either above or below it a ball or anything resembling a ball;
A continuous sounding with any fog-signal apparatus.
At night:
A gun or other explosive signal fired at intervals of about a minute;
Flames on the vessel (as from a burning tar-barrel, oil-barrel, etc.);
Rockets or shells, throwing stars of any colour or description, fired one at a time, at short intervals;
A continuous sounding with any fog-signal apparatus.
In the daytime or at night:
The morse sign S O S made by radiotelegraphy or any other distance signalling method, or the spoken word “May-day” sent by radiotelephony.
(The alarm signal, i.e., the wireless signal employed to actuate the auto-alarm of ships so fitted, has also been prescribed as a distress signal).
In addition to the wireless telegraphy installation with which all passenger steamers, unless exempt, are required to be provided and the fog signalling apparatus required for the purpose of the Collision Regulations, all passenger steamers are to be provided with means of making distress signals in accordance with paragraph 84.
Surveyors are to satisfy themselves, before signing their declaration for the issue or renewal of the Safety or Passenger Certificate that the requisite means of making distress signals have been provided and are in good order.
Distress Rockets: At least 24 rockets throwing stars of any colour or description are to be carried. Each rocket should be of not less size than that commonly known in the trade as 16 ozs.
If a gun with charges of ammunition in accordance with sub-subparagraph (c) is carried, or if socket signals in accordance with sub-subparagraph (d) are provided, the number of rockets may be reduced by the number of gun charges or socket signals, provided that at least 12 rockets are carried. (E.R. 2 of 2021)
Lifebuoy Lights and Deck Flares: At least two lifebuoy lights or approved deck flares self igniting in water are to be carried so that the ship may, if necessary, make the statutory distress signal “flames on the vessel”. Such lifebuoy lights are additional to those required by the Regulations relating to life-saving appliances.
Gun: If a gun is carried it should not be less than 3 1/2 inches in the bore and should be provided with suitable charges of ammunition each containing 16 ozs. of powder. The necessary requisites for firing the gun should also be provided.
Socket Signals: If socket signals are carried they are to be of an approved make and the surveyors should satisfy themselves that they will be fired only from approved sockets. There should be two sockets, one forward and one aft, on different sides of the vessel. Sockets should be of suitable gauge and should invariably be secured to a solid and substantial part of the vessel and should be fixed at an angle of about, but not less than, 20 degrees from the perpendicular so as to obviate the risk of a signal falling on the vessel’s deck if it fails to rise to the normal height.
Lifebuoy lights should be capable of burning brightly in water for at least 40 minutes. Full instructions for their use should be attached to each of them.
Lifebuoy lights of the following brands have been approved and may be accepted with an occasional test in accordance with paragraph 87(2) below.
| Name of Light | Manufacturer |
| “Carl Fleming” Lifebuoy Light | Stevedoring and General Agencies, Limited, 22, Billiter Street, London, E.C.2. |
| “Flag Brand” Lifebuoy Light | J. R. Holmes (Holmes Light Company), 10, Idol Lane, London, E.C.3. |
| “Flag Brand” Slipway Automatic Lifebuoy Light | J. R. Holmes (Holmes Light Company), 10, Idol Lane, London, E.C.3. |
| “Handy Man’s” Lifebuoy Light | Holmes Marine Life Protection Association, 8, Great Winchester Street, London, E.C.2. |
| “Save-U-Lite” Lifebuoy Light | The Automatic Life Company, Baltimore, U.S.A. |
All socket signals, rockets, deck flares and lifebuoy fights must be clearly and permanently marked or stamped with the date of manufacture. Adhesive labels or painted figures are not regarded as permanent marking. Where sheet brass labels are used in contact with tin cases, the surveyors should be careful to see that the brass plates are properly soldered on and that there is no sign of corrosion of the canister.
Testing and Renewal of Rockets and Socket Signals: Signals are liable to deteriorate if kept for a lengthened period, particularly if allowed to become damp. They should therefore be carefully examined at least once a year, and any showing signs of dampness, careless manufacture, or unusual wear and tear, should receive special attention, and, if necessary, be rejected.
It has been found that practical difficulties exist in the testing of rockets and socket signals in docks and harbours and they must usually, therefore, be judged by appearance. If practicable they should be tested after one year from the date of manufacture, but they are not in any case to be accepted after a period of two years from the date of manufacture.
Testing and Renewal of Deck Flares and Lifebuoy Lights: Deck flares and lifebuoy lights may deteriorate quickly when exposed to the weather, especially if the metal cases or seals have suffered any damage or are not well and strongly constructed; they should, therefore, be carefully examined at least once a year. Their condition can often be gauged by their appearance and smell, for, when in good order, they should have practically no smell; but they should not be shaken, as this under certain conditions may cause generation of gas and possibly an explosion.
In the case of deck flares and lifebuoy lights of an approved make, check tests should be made by actual burning from time to time at the surveyor’s discretion. If the results of the tests are unsatisfactory, the signals are to be rejected and a full report made to the Principal Surveyor of Ships.
Other makes of deck flares and lifebuoy lights should be tested by actual burning at each annual survey, two of the lights being selected for this purpose by the surveyor from those on board the ship. If the results of the tests are satisfactory, and if the signals are strongly constructed and in all respects fit for the purpose for which they are intended, they may be accepted; otherwise they are to be rejected.
Precautions during Tests of Pyrotechnic Lights and Signals: In all cases, when tests of pyrotechnic signals, deck flares or lifebuoy lights are being made, surveyors should take precautions to ensure that no danger will be caused to themselves or to other persons in the event of premature explosions, or by the falling of a spent rocket or of a socket signal.
Before granting declarations for passenger steamships, surveyors should in all cases see that a separate, detached, and completely enclosed receptacle is provided for each of the following kinds of explosives—
gunpowder or cartridges made therewith;
rockets, socket signals and any other pyrotechnic signals;
deck flares and lifebuoy lights.
These separate receptacles should not be made merely by divisions or partitions in a cupboard or locker or chest, but must be separate magazines, exclusively appropriated to the keeping of the explosives. Charges of gunpowder, if carried, should be contained in flannel bags, and the magazine in which they are kept should be made of copper, well and strongly constructed. To prevent injury to the rockets and other signals, it is desirable either that the receptacles should be internally divided in such a way that the signals can be stowed vertically or that they should be of about the same length as the signals, but of insufficient width to enable the signals to turn round. The lids should be secured by hinges or brass screws so as to permit of an inspection being made without injury to the case.
Socket signals are usually supplied in wooden boxes with a tin box inside containing the friction tubes. Where this is so, no other receptacle is required for the friction tubes.
Signals should, where possible, be kept in a house on deck, and the receptacles containing different classes should be ranged as far apart as circumstances will permit, so that in the event of spontaneous combustion in any receptacle, or of risk of any sort arising, any of the receptacles affected may be removed at once.
Deck flares and lifebuoy lights should be kept in a dry place away from any other signals or explosives.
No article of an explosive or highly inflammable character should be carried in any room or place in which any receptacle containing distress signals is deposited.
Surveyors are to satisfy themselves at the periodical surveys that the hulls of passenger steamships are in good condition, that the principal structural scantlings are maintained, that the arrangements and details generally are in accordance with the Government’s requirements, and that the ship is in all respects fit for her intended service.
The surveyor is to make a thorough examination in dry dock of the outside of the hull after it has been cleaned and before it is painted. All outside under water fittings and their fastenings, including the rudder and its fittings are also to be inspected. Anchors and chain cables are to be examined at least once in 12 months. Chain cables are to be removed from the chain locker, ranged, shackle pins knocked out and cleaned if necessary. When the surveyor is doubtful as to the sufficiency of the cables, having regard to wear, he is to require gaugings to be produced of such portions as he may consider expedient, in order to form an opinion of their fitness for further service or otherwise. Details of such gaugings are to be recorded. (See also paragraphs 4 and 95).
For the proper examination of the interior structure the surveyor is to have removed such parts of the ceiling, etc., as he may consider necessary to enable him to ascertain the condition of all plating, stringers, frames, floors, rivets, etc., particularly in the engine room, boiler space and coal bunkers. Where cement is fitted it should be examined, and where it is cracked or otherwise of doubtful appearance, the examination is to be extended, such portions of the cement being removed as may in the opinion of the surveyor be necessary to enable him to form a correct opinion of the state of the plating, rivets, etc., in way of the cement.
The surveyor must ascertain that all load line markings, including any which may have been assigned in connexion with approved subdivision arrangements, are in accordance with the appropriate certificates. (See also paragraph 1(5)(d)).
A careful examination is to be made of all watertight bulkheads, decks, tunnels, etc., in order to ascertain their condition and whether their watertightness has in any way been impaired.
In the case of a ship for which a definite standard of subdivision has been approved, the surveyor is to satisfy himself that the watertight compartments and all the arrangements and details connected with the subdivision of the ship are in order.
If a book B.H.1 has previously been compiled for the ship, the arrangements and details in the ship are to be compared with those recorded in the book. (See paragraph 1(6)).
If any alterations in the approved subdivision arrangements and details, including watertight and non-watertight longitudinal bulkheads (where fitted), appropriation of spaces below the bulkhead deck, etc., have been made since the previous survey, they are to be reported in detail and B.H.1 and B.H.1A amended as necessary.
All watertight doors and other means for closing openings in the watertight bulkheads, etc., are to be inspected and their condition and efficiency ascertained.
The doors should be tried by hand, and also by power if the doors are power operated.
The warning signals, if any, the hand-gear indicators for showing when the doors are closed, and those of the power doors at the central closing station are to be inspected and tried.
In the case of dropping doors, the surveyor is to see that the gear for re-engaging for operating them by hand is in proper working order.
Hinged watertight doors are to be examined and tried. The surveyor must ascertain that the lever-operated clips are in order and that all joints are watertight.
If any sliding door is removed for repairs it should be hose tested in the manner described in paragraph 40 for new doors unless the surveyor has doubts as to the efficiency of the door, in which case it should be hydraulically tested.
All side scuttles, valves and other appliances intended to prevent the accidental admission of water into the ship must be such as to serve effectively their intended purpose.
They are to be carefully examined, either in dry dock or otherwise as most convenient, observing that in the case of a ship having a large number of scuppers, sanitary and other discharges, the surveyor need not insist upon the withdrawal of an the valves and cocks for examination at any one survey, excepting those in the machinery spaces, provided he is satisfied after the withdrawal of at least 25 per cent of the valves, etc. that the withdrawal of the remainder is in the circumstances unnecessary.
A careful record is, however, to be kept of the valves, etc. examined at each survey with a view to ensuring that every valve, etc. is properly examined at least once in every four years.
Where side scuttles are required to have special locking arrangements they should be in accordance with the requirements of paragraph 43.
The surveyor is to see that side and other openings above the margin line, exits, fire-resisting bulkheads and passenger accommodation are maintained in fit condition and comply with the appropriate instructions.
The surveyor is to report in writing to the Principal Surveyor of Ships giving full particulars, if—
any structural alteration has been made which might adversely affect the stability of the ship,
up-to-date stability information is not on board,
permanent ballast, previously carried, is in any way not in accordance with the stability records of the ship,
permanent ballast has been placed in the ship.
Plates, sections and rivets intended for use in Hong Kong for the construction and repair of ship’s hulls may be regarded as adequate if such materials have been tested satisfactorily and are accompanied by appropriate test certificates issued by the Ministry of Shipping or a recognized Classification Society. (21 of 2024 s. 78)
In cases where the materials have not been tested or where satisfactory proof of tests is not forthcoming, the surveyor is to witness satisfactory mechanical tests in accordance with the B.E.S.A. Specifications.
Surveyors should examine the materials being worked and observe their behaviour under the various processes to which they are subjected, such as punching, shearing, machining, bending, riveting, etc.
Any cases where plates, bars, forgings, etc., fail during fabrication, or where the material appears to be of inferior quality should be noted and the facts reported to the Principal Surveyor of Ships.
Where it is proposed to use electric arc welding in substitution for riveting as a means for connecting the various members of a ship’s structure, the quality of the electrodes used is to be to the satisfaction of the surveyor of ships.
If the electrodes are accompanied by certificates indicating that they come from stocks which have been tested and approved by the Ministry of Shipping, they may be regarded as being satisfactory.
Shipbuilders and owners or their representatives are to be informed that arrangements should always be made to notify the surveyor when an important steel casting or forging is to be ordered locally, and upon placing the work in hand that the makers should be requested to communicate with the surveyor with regard to the witnessing of tests.
The tensile strength and ductility are to be determined where required from sample pieces of the material which are to be selected by the surveyor and tested in his presence. Such samples are not to be detached until stamped by the surveyor after all annealing has been completed.
In the case of steel castings the tensile and bend test pieces are to be prepared from samples cast on the casting.
In the case of steel forgings the tensile and bend test pieces are to be prepared from samples cut lengthwise from the forging from a part of not less sectional dimensions than the body of the forging, and machined to size without further forging down.
Additional Tests— (E.R. 2 of 2021)
Should any tensile test piece break at a point outside the middle half of its gauge length, the test may, at the makers’ option and with the surveyor’s approval, be discarded, and another test may be made from the same casting or forging.
Whenever the material appears to be of doubtful quality a greater number of tests than specified should be made, so that the surveyor fully satisfies himself as to the quality of the material used.
Additional Tests before rejection. If a test gives unsatisfactory results, two repeat tests may be made from the same charge or batch of material; and if these are satisfactory, the castings or forgings which they represent may be accepted, but if either of the duplicate tests fails, the article or articles represented thereby shall be rejected.
In the event of any of the material proving unsatisfactory in the course of machining or erection, such material is to be rejected, notwithstanding any previous certificate of satisfactory testing.
The surveyor should carefully examine each casting or forging and take all practicable measures to ascertain that it is sound and free from all flaws and defects.
Hammer dressing, patching, burnings or electric welding is not to be permitted.
The Government will not send surveyors beyond Hong Kong for the purpose of testing castings and forgings intended for ships under construction or repair locally, nor can certificates as to quality issued by any classification society be accepted without the approval of the Principal Surveyor of Ships. (21 of 2024 s. 78)
Except in cases when Ministry of Shipping test certificates are produced in respect of imported castings and forgings, test pieces which form an integral part of such articles are to be provided so as to enable the surveyor to witness the necessary tests.
Should no satisfactory evidence as to quality be produced and no test pieces be available, the case is to be reported to the Principal Surveyor of Ships for instructions as to procedure.
For purposes of identification, the surveyor is to stamp all castings and forgings in respect of which he has witnessed satisfactory tests.
The results of all tests upon castings and forgings required by this Part are to be entered in the office records.
Steel for castings may be made by any process which has been approved by the Ministry of Shipping.
Steel for forgings should be made by the Open Hearth process. Forgings are to be made from sound ingots and not more than the lower two-thirds of the ingot is to be utilized. The sectional area of the body of the forging (as forged) is not to exceed one-fifth of the sectional area of the original ingot, and no part of the forging (as forged) is to have more than two-thirds of the sectional area of the original ingot.
All important steel castings and forgings are to be thoroughly annealed at a uniform temperature and allowed to cool down prior to removal from the annealing furnace. If a casting or forging is subsequently heated for any purpose it is to be again similarly annealed if so required by the surveyor.
Test pieces are to be machined to B.E.S.A. standard dimensions, as follows:
For Tensile Tests.
Type C. 0.564 inch diameter (.25 sq. inch area) Gauge length 2 inches and parallel length not less than 2.25 inches.
Type D. 0.798 inch diameter (.50 sq. inch area) Gauge length 3 inches and parallel length of not less than 3.375 inches.
Type E. 0.977 inch diameter (.75 sq. inch area) Gauge length 3.5 inches and parallel length not less than 4.00 inches.
The form of the ends should be as required to suit the various methods employed for gripping the test piece.
For Bend Tests.
Rectangular in section, 1.00 inch wide × .75 inch thick, with edges rounded to a radius of .0625 inch.
Bend tests are to be made by pressure or by blows the test pieces being bent cold over the thinner section.
When stems, sternframes, rudder frames and arms, propeller shaft brackets, steering quadrants, tillers, crossheads, and other important parts of the hull and fittings which are subject to considerable stress and strain are made of either cast or forged steel the following is to apply.
Steel Castings:
At least one tensile and one bend test is to be taken from each casting or set of castings from each charge, provided that when more than one casting is made from one charge, at least one tensile and one bend test is to be required for the set of castings from one common pouring head, but separate tests are to be made for each casting or set of castings run from each separate pouring head.
When a casting is produced from more than one charge, at least four tensile and four bend tests are to be made; such samples to be taken from as near the top and bottom of the casting as practicable.
The tensile breaking strength of steel castings is to be within the limits of 26 and 35 tons per square inch, with an elongation of not less than 20 per cent measured on the standard test piece:Provided that if there are no special features in the design of the castings and the scantlings are sufficient, the tensile breaking strength may be within the limits of 26 to 40 tons per square inch, with an elongation of not less than 15 per cent measured on the standard piece.
Bend test pieces are to withstand being bent through an angle of not less than 120 degrees without fracture, except in cases to which the proviso of sub-subparagraph (c) is applicable, when an angle of not less than 60 degrees for castings of between 35 and 40 tons ultimate tensile strength and not less than 90 degrees in other cases may be accepted. (E.R. 2 of 2021)
In all cases the internal radius of the bend must be not greater than one inch.
Steel Forgings:
At least one tensile and one bend test is to be taken from each forging, but if the weight exceeds three tons, one tensile and one bend test is to be taken from each end.
When a number of small forgings are made from the same ingot, tensile and bend tests in the proportion of one of each for every four articles may, as a general rule, be regarded as sufficient.
The tensile breaking strength of steel forgings should not exceed 40 tons per square inch.
The elongation, measured on the appropriate standard test piece must be not less than 17 per cent for 40 ton steel and in no case must the sum of the tensile breaking strength and corresponding elongation be less than 57.
Bend test pieces are to withstand being bent through an angle of 180 degrees without fracture, the internal radius of the bend being not greater than that specified below.
| Maximum tensile strength of forging | Internal radius of test piece after bending |
| Up to 32 tons per sq. inch | 1/4 inch |
| Above 32 and up to 36 tons per sq. in. | 3/8 ” |
| Above 36 and up to 40 tons per sq. in. | 5/8 ” |
The following paragraphs 107 to 112 apply to castings other than those referred to in paragraph 106 when intended for positions where their failure might affect the safety of the Ship. (E.R. 2 of 2021)
When side scuttle frames, deadlights and plugs of cast steel are intended for positions above the bulkhead deck, no tests will as a rule be necessary unless the surveyor has reason to doubt the quality and strength of the material.
When intended for positions below the bulkhead deck, the following tests are to be made—
One frame, deadlight or plug out of every 50, and at least one of each for every ship so fitted, is to be selected at random and tested to destruction by being bent, when cold and before being machined, either by pressure or by blows.
The frames and deadlights are to withstand being bent through an angle of not less than 20 degrees and the plugs through an angle of not less than 40 degrees without fracture in both cases:
Provided that in cases where the sills of side scuttles are less than six inches above the deepest loadline, frames and deadlights are to be tested in the same proportion and manner as described above except that the deadlights are to withstand being bent through an angle of not less than 30 degrees without fracture.
(Plugs for this type of side scuttle are to be of rolled steel plate).
If the surveyor is of the opinion that, owing to the unusual depth of projecting rims, or for any other reason, the above test for frames and deadlights cannot be fairly applied, an alternative method of testing may be submitted for approval.
In the case of elbows, valves, shoots for ashes, galley refuse, etc., and other castings of a similar character the surveyor is to witness satisfactory bend tests from each charge in order to ascertain that the material is suitable for the intended purpose.
One bend test in accordance with paragraph 106(1)(d) is to be made for:
Every 12 small castings such as elbows, valves, etc.
Every 4 galley refuse shoots.
Each large casting, such as an ash shoot.
The employment of this material in connexion with the construction of ships’ hulls and fittings should be watched with care on account of the great differences in the quality of the material as produced by various methods of manufacture.
The use of malleable cast iron is for the present sanctioned in the special cases and under the particular conditions given below, it being observed that in any case the surfaces of malleable iron castings should not be removed by machining, etc. to a greater extent than is absolutely necessary.
When side scuttle frames, deadlights and plugs of malleable cast iron are proposed for positions above the bulkhead deck no tests will as a rule be necessary unless the surveyor has reason to doubt the quality and strength of the material.
When intended for positions below the bulkhead deck, but not less than 6 inches above the loadline, the following tests are to be made—
One frame, deadlight or plug out of every 25, and at least one of each for every ship so fitted, is to be selected at random and tested to destruction by being bent, when cold and before being machined, either by pressure or by blows.
The frames are to withstand being bent through an angle of 20 degrees, and deadlights and plugs through an angle of 40 degrees without fracture in both cases.
If the surveyor is of opinion that, owing to the unusual depth of projecting rims, or for any other reason, the above test for frames and deadlights cannot be fairly applied, an alternative method of testing may be submitted for approval.
In addition to the above tests, each article must withstand being dropped from a height of 10 feet for frames and 15 feet for deadlights and plugs on to an iron slab.
Malleable cast iron must not be accepted for side scuttles where their sills are less than six inches above the deepest loadline.
In the event of proposals being received by the surveyor to make elbows, valves, shoots for ashes, galley refuse, etc., and other castings of a similar character of malleable cast iron of such special quality as to approach closely cast steel in strength and ductility, full particulars of the tensile and bending tests to which it is proposed to subject the material should be submitted to the Principal Surveyor of Ships for consideration before the castings are made.
In view of the wide variations in its quality and its general unreliability, the use of ordinary cast iron for important parts of ships’ structures and fittings should be discouraged as far as possible.
This material is considered unsatisfactory for side scuttles and similar fittings, and cannot be sanctioned for such fittings attached to the shell plating below the margin line, where failure of the castings might impair the watertightness of the hull and thus affect the safety of the ship.
The requirements of paragraphs 1 to 53 of these Instructions apply in full to ships the keels of which are laid on and after 1 July 1931, and to ships converted to passenger service after that date, but the owners of any sea-going ship in which the subdivision requirements of the “Instructions relating to the Construction of Passenger Steamships 1915” or any ship in which the “Instructions as to the Survey of Passenger Steamships 1928”, are complied with, may, if they desire, have their ships reconsidered with a view to complying with the relevant requirements of the present Instructions. (23 of 1998 s. 2; E.R. 2 of 2021)
In such a case the application should be accompanied by plans showing the actual subdivision arrangements in detail, subdivision draught (or draughts), increased draught desired (if any), data for estimating the criterion numeral, and any other particulars which may appear necessary for the case to be properly reviewed.
The Convention requires the Government to consider the arrangements on “existing” ships with a view to improvements being made to provide increased safety, where practicable and reasonable.
So far as concerns the degree of watertight subdivision, it is not considered in general practicable or reasonable to require, either in ships built under the 1915 or 1928 issues of the Survey Instructions, or those built prior to the coming into operation of those Instructions, any structural alterations of the nature of additional bulkheading, and it will therefore not be necessary, except in special cases or as may be requisite for the purpose of paragraph 115, to prepare information of the nature required for an investigation of the measure of subdivision actually provided.
Ships built to the standard of the 1915 or 1928 Instructions are regarded as having the degree of subdivision which can reasonably be required of an existing ship, and, so long as the number of passengers is not increased, need not be re-examined from that point of view except as indicated in subparagraph (1).
Ships not built to the standard of those Instructions will have to be regarded in a similar way, apart from special cases and as indicated in subparagraph (1).
By special cases (特別個案) is meant ships which, in the opinion of the surveyor who have surveyed them for passenger certificates, require special attention from the point of view of subdivision. Cases of this kind will have to be considered by the surveyors and when they are satisfied that special measures to improve subdivision are essential they should report the facts to the Principal Surveyor of Ships.
In the survey of existing ships, particularly those not built in accordance with the 1915 or 1928 Instructions, special attention should be given to the survey of those arrangements and fittings associated with the watertightness of the ship. The following are points requiring special attention—
The efficiency and watertightness of the bulkheads, double bottoms, flats, shaft tunnels, etc., which may assist in keeping the vessel afloat in the event of the flooding of any of the compartments.
The means of closing all the openings in the bulkheads, flats, etc., e.g. sluice valves, pipes, scuppers, electric light cables, doors, portable plates, ventilation and escape trunks, etc.
The means of closing openings in the ship’s sides, e.g. side scuttles, gangway cargo and coaling ports, rubbish shoots, etc. (E.R. 2 of 2021)
Weathertight and fire-resisting arrangements above the bulkhead deck.
If the surveyor is not satisfied with the efficiency of the existing arrangements in the items mentioned above he should call the attention of the owners to the matters which he considers are deficient, with an indication of what he considers are desirable improvements which are also practicable and reasonable. If he is in any doubt as to the methods to be adopted for effecting such improvements, or any difficulty is found in obtaining agreement to improvements which the surveyor considers necessary and reasonable, the case should be referred to the Principal Surveyor of Ships for consideration.
Alterations or improvements are to be recorded in Form B.H.1 or B.H.1A. (E.R. 2 of 2021)
It is not expected that all these matters can be dealt with on the first survey after the coming into operation of these Instructions. The surveyor should, however, at the first survey, make a careful note of all the points which, in his opinion, require consideration from the point of view referred to above, and keep a careful record of what items he has examined and of those which remain for examination at the next survey.
In the event of alterations to a ship being proposed or substantial repairs being undertaken, or if application is made for permission to carry an increased number of passengers, the possibility of securing improvements in the matters mentioned above should always be taken into consideration.
The requirement that—
openings in bulkheads closed by portable bolted plates (see paragraph 29(3));
hinged watertight doors in bulkheads dividing cargo between deck spaces (see paragraph 41(3));
side scuttles in the position defined in paragraph 43(5);
side scuttles and deadlights not accessible during navigation (see paragraph 43(8)); and
gangway, cargo and coaling ports below the margin line (see paragraph 47(1)),
shall be closed before the ship leaves port and be kept closed during navigation applies to existing steamships.
A subdivision loadline is to be marked on existing passenger steamships which require a safety certificate and are not already so marked. The position of this line will be determined in every case by Senior Surveyor of Ships, to whom the surveyor should apply for the necessary instructions in each case.
In the case of passenger ships which obtain a reduction of freeboard under the Load Line Rules 1932, the consequential alteration in the loadline marks is not to include the subdivision line, which is to be maintained in its existing position unless an alteration has been approved by the Principal Surveyor of Ships.
The surveyor is to ascertain and report whether the owners have supplied the personnel of the ship with data relating to the stability of the ship under service conditions and, if so, to forward a copy to the Principal Surveyor of Ships for information and record.
If there is any permanent ballast in the ship, its nature, amount and distribution are to be reported.
The Simla Rules contain special provisions as to the treatment to be accorded to “existing” ships, as defined in the Rules, and should an application be received for the survey of a ship already in service, the case is to be referred to the Principal Surveyor of Ships for instructions, with information as to the owners of the ship and the trades in which she has been engaged, particulars of the certificates held in respect of those trades including the name of the governmental authority by whom these certificates were issued, and information as to the trades in which the ship is intended to be employed.
The Simla Rules require that each existing passenger ship which does not already comply with the provisions of those Rules shall be considered by Government with a view to providing such increased safety as is practicable and reasonable.
With regard to the subdivision arrangements it will be necessary to investigate these in each existing ship in order to ascertain the actual degree of subdivision provided, and it will therefore be necessary for the surveyor to obtain such data and information as may be available for this purpose.
Paragraphs 113(2)(b), 113(3), 114, 115 and 116, are also to apply to these ships.
These Instructions are based on the recommendations of the Bulkheads Committee of 1912, 1915 and 1924, adopted by the International Conference on Safety of Life at Sea 1929. Variation from the precise requirements specified, may, however, be allowed as indicated in sub-subparagraph (d) of this paragraph. (E.R. 2 of 2021)
Every passenger steamship the keel of which was laid on or after 1 July 1931, or which is converted to a passenger steamship on or after that date shall comply fully with the requirements of this Part. The bilge pumping arrangements in ships launched subsequent to the 1 January 1921, should also comply with those requirements unless there are exceptional circumstances which should be reported to the Principal Surveyor of Ships for consideration. The bilge pumping arrangements in ships launched previous to that date need not, however, be disturbed, unless the efficiency of the pumping installation is considerably below that required for new ships, and alterations for the purpose of providing increased safety are practicable. If, however, for any cause, renewals are being carried out, the opportunity should be taken to bring the arrangements in connexion with the renewed parts into conformity with the following Instructions, so far as may be reasonable and practicable.
The foregoing sub-subparagraph (b) relates to passenger steamships for which a general safety certificate or a passenger certificate is required. In the case of steamships requiring a short International voyage safety certificate, subsections (6) and (7) of section 27 of the Merchant Shipping Ordinance (Cap. 281) (which is based on Regulation XIX of the Safety Convention) authorizes the Chief Executive to modify the requirements of the present instructions relating to bilge pumping arrangements if and to the extent that he is satisfied that any such requirements is neither reasonable nor practicable in the case of that steamship. The modifications which have been authorized in the case of river trade passenger steamships are stated in paragraph 128. Should any application be received for modifications in the case of other steamships engaged on short international voyages, the matter should be referred to the Principal Surveyor of Ships for instructions, with full particulars as to the reasons for the application and the trade in which the vessel is engaged. (E.R. 2 of 2021; 21 of 2024 s. 78)
Wherever in the following instructions a particular appliance or arrangement is specified, it is open to a ship-owner or shipbuilder to substitute another arrangement or appliance that is equally effective, provided approval is first obtained. In any such case, full particulars should be submitted to the Principal Surveyor of Ships for consideration before the work is put in hand.
A detailed plan of the bilge pumping arrangements should be submitted in every case.
Ships shall be provided with an efficient pumping plant capable of pumping from and draining any watertight compartment under all practicable conditions after a casualty, whether the ship is upright or listed. For this purpose wing suctions will generally be necessary except in narrow compartments at the ends of the ship. Where close ceiling is fitted over the bilges, arrangements shall be made whereby water in a hold compartment may find its way to the suction pipes. Efficient means shall also be provided for draining water from insulated holds.
All pipes from the pumps which are required for draining cargo or machinery spaces shall be entirely distinct from pipes which may be used for filling or emptying spaces where water or oil is carried.
Bilge suction pipes shall not be carried through the double bottom tanks, if, as is usual, it is possible to avoid doing so. They shall in all cases be efficiently secured in position and strapped so as to prevent movement, and shall be made in suitable lengths with flanged joints. Efficient expansion joints or bends should be provided in each range of pipes, and where the connexion at bulkheads, etc., are made with lead bends the radii of the bends and the distance between the axes of the straight parts of the pipe shall each be not less than three diameters, and the length of the bend shall be at least eight diameters of the pipe, as shown in the subjoined figure.
Lead pipes shall not be used under coal bunkers or oil fuel storage tanks, nor in boiler or machinery spaces, including motor-rooms, in which oil settling tanks, or oil fuel pump units are situated.
The diameter of bilge suction pipes in inches shall be in accordance with the following formulae to the nearest 1/4 inch.
L(B+1) 2500 +1, for main line suction to the pumps, and
l ( B + D ) 1500 +1, for branch suctions to cargo and machinery spaces.
| Where | L | = length of vessel, in feet, |
| B | = breadth of vessel, in feet, | |
| D | = moulded depth of bulkhead deck, in feet, and | |
| l | = length of compartment, in feet. |
No main suction pipe, however, shall be less than 2 1/2 inches in bore, and no branch pipe shall be less than 2 inches or need be more than 4 inches in bore.
The arrangement of the bilge and ballast system shall be such as to prevent the possibility of water passing from the sea and from water ballast spaces into the cargo and machinery spaces, or from one compartment to another. To effect this requirement, the bilge connexion to any pump having also a suction from the sea shall be made by means of either a non-return valve or a cock which cannot be open at the same time to the sea, or to water spaces, and to the bilges; valves in all bilge distribution boxes shall be of the non-return type; and an approved arrangement of lock-up valves or of blank flanges shall be provided to prevent any deep tank being inadvertently run up from the sea when containing cargo, or pumped out through a bilge pipe when containing water ballast, and appropriate explanatory notices shall be conspicuously displayed near the fittings involved.
Provision shall also be made to prevent the compartment served by any bilge suction pipe being flooded, in the event of the pipe being severed or otherwise damaged by collision or grounding in any other compartment. For this purpose, where the pipe is at any part situated nearer the side of the ship than the extreme outward position permissible for the side of a recess in a bulkhead (see paragraph 13(3)) or in a duct keel, there shall be fitted to the pipe, in the compartment containing the open end, either a non-return valve, or a screw-down valve with an operating rod led from a position above the bulkhead deck.
If a suction pipe is led from the engine-room to the fore-peak, it shall be provided with a screw-down valve capable of being operated from above the bulkhead deck, the chest being secured inside the fore-peak to the collision bulkhead.
All distribution boxes, cocks and valves in connexion with the bilge pumping arrangement shall be in positions which are accessible at all times under ordinary circumstances. They shall be so arranged that, in the event of flooding the emergency bilge pump may be operative on any compartment. If there is only one system of pipes common to all pumps, the necessary cocks or valves for controlling the bilge suctions must be workable from above the bulkhead deck. If in addition to the main bilge pumping system an emergency bilge pumping system is provided, it shall be independent of the main system and so arranged that the emergency pump is capable of operating on any compartment under flooding conditions.
Operating rods shall be led as directly as possible and shall have an index plate near the upper end showing what each is for and how the valve or cock to which it is connected is opened and closed. Rods in cargo spaces and bunkers shall be suitably cased-in to ensure free operation and avoid risk of damage.
Valve chests, cocks, pipes and other fittings attached to the bulkheads or to the tunnel plating shall be secured by means of studs screwed through the plate, or by tap bolts, and not by bolts passed through clearing holes.
The Suctions including direct suctions in machinery spaces shall be led from easily accessible mud-boxes placed, whenever practicable, above the level of the working floor, with straight tail pipes to the bilges, and having covers secured in such a manner as to permit of them being expeditiously opened and closed. The suction ends in hold spaces shall be enclosed in strum-boxes having perforations about 3/8 inch in diameter whose combined area is not less than twice that of the suction pipe, and the boxes shall be so constructed that they can be cleared without breaking any joint of the suction pipe. Suction pipes in tunnel wells shall have similar strum-boxes.
All water spaces and compartments, except the main engine and boiler compartments, shall be provided with straight sounding pipes which, together with the bilge pipes, shall be effectively protected where necessary against risk of damage from cargo, coal, etc., and a thick steel doubling plate shall be securely fixed below each sounding pipe for the rod to strike upon. Sounding pipes, including those for the double bottoms below machinery spaces should extend to positions at or above the bulkhead deck which are at all times accessible; but, although such an arrangement is most desirable, it is not insisted upon either for bilges or for double bottom tanks situated below machinery spaces, provided the ends of the sounding pipes are accessible in ordinary circumstances and are furnished with cocks, having parallel plugs with permanently secured handles so loaded that, on being released, they automatically close the cocks.
In the case of insulated holds, sounding pipes shall be provided both above and below the insulation. These sounding pipes shall be insulated and be not less than 2 1/2 inches in diameter. (See paragraph 15(4)).
With the exception of pumps which may be provided for peak compartments only, each bilge pump, whether operated by hand or by power, shall be arranged to draw water from any hold or machinery compartment in the ship.
In addition to the ordinary bilge pump worked by the main engines, or its equivalent engine-room pump, there shall be fitted an independent power bilge pump. A power pump is one driven independently by steam, electricity or other mechanical power and not by manual labour; and ballast, fire and sanitary pumps may be regarded as independent power pumps if suitably connected for pumping bilges.
In vessels under 300 feet in length two hand pumps of the Downton or other approved cranked type giving a continuous discharge shall be fitted, one forward and one aft; or alternatively, a second independent power pump may be fitted: but in vessels 300 feet in length or over a second independent power pump shall be fitted in all cases, and the hand pumps may then be dispensed with. In each case mentioned, an additional independent power bilge pump shall be fitted when the criterion numeral exceeds 30 (see paragraph 11).
Where two or more independent power pumps are required, the arrangement shall be such that at least one power pump will be available for use in all ordinary circumstances in which a vessel may be flooded at sea. One of the power pumps shall therefore be an emergency pump of a reliable submersible type. A source of power situated above the bulkhead deck shall be available for this pump in any case of emergency.
Where practicable, the power bilge pumps shall be placed in separate watertight compartments so arranged or situated that these compartments cannot readily be flooded by the same damage. If the engines and boilers are in two or more watertight compartments, the pumps available for bilge purposes shall be distributed through these compartments as far as is possible.
Each independent power pump shall be capable of giving a speed of water through the main bilge pipe of not less than 400 feet per minute, and it shall have a separate direct suction to the compartment in which it is situated of a diameter not less than that of the bilge main. The direct suctions shall be so distributed as to pump from either side of the ship by a direct suction, otherwise one independent power pump shall have also a fitting to which can be readily attached a flexible suction hose of sufficient length for use in case of emergency. In coal fired ships there shall be a direct suction to the independent power pumps from each side of the boiler room, except that when the engine and boiler rooms are in the same watertight compartment a flexible suction hose may be provided of sufficient length to reach from a fitting on an independent power pump to either side of the boiler room.
Flexible suction hoses shall have an internal diameter 1/2 inch larger than that of the largest branch suction required in the ship, but need not be larger than 4 inches in diameter.
Manual pumps shall at all times be workable from positions on or above the bulkhead deck. If the two pumps of the cranked type referred to in sub-subparagraph (c) are placed in a combined engine and boiler room and the height from the suction end of the bilge pipe to the flooded water line exceeds 24 feet, the barrel of each pump must be extended to above the flooded water line so that, in the event of the compartment being flooded, it may be possible to withdraw the bucket and tail valve for examination or overhauling. The lift of the pump, namely, the vertical height between the end of the suction pipe and the tail pipe, shall in no case exceed 24 feet. A shut-off valve or cock operated from the bulkhead deck or a non-return valve must be provided to enable either pump to be opened up without affecting the efficiency of the other. (E.R. 2 of 2021)
Main circulating pumps shall have direct suction connexions, provided with non-return valves, to the lowest drainage level in the machinery space and of a diameter at least two-thirds that of the sea-inlet. The spindles of the sea-inlet and direct suction valve should extend well above the engine room platform. Where the fuel is, or may be, coal and there is no watertight bulk-head between the engine and boilers, a direct discharge overboard shall be fitted from at least one circulating pump, or, alternatively, a byepass may be fitted to the circulating discharge.
Testing of Bilge Pumping Arrangements: In these regulations when any fittings are installed they should be suitable for the purpose intended; accordingly, when surveyors are testing the bilge pumping arrangements of passenger ships the independent circulating pumps should be tried on the bilges.
In all cases the results of tests of the bilge pumping efficiency of circulating pumps should be fully reported to the Principal Surveyor of Ships, and in the event of a test being unsatisfactory, the reasons for the failure should be given and suggestions for improvements made.
The emergency bilge pump should be tried and proved to be satisfactory at every survey for renewal of passenger certificate, before a declaration is granted.
In the case of older vessels, launched prior to 1 January 1921, and which do not comply fully with the existing regulations, the bilge pumping arrangements should be inspected with care to ensure that a reasonable standard of efficiency is maintained. Special attention should be given to the boiler room of coal burning vessels. Improvements which could be reasonably made, such as the provision of direct suctions where these are lacking, should be brought to the notice of owners. Full reports in the cases dealt with should be forwarded to the Principal Surveyor of Ships. (E.R. 2 of 2021)
The bilge pumping arrangements in motor ships shall so far as practicable, be equivalent to those required for steamships of similar size, except as regards main circulating pumps.
The bilge pumping arrangements in vessels employed in the carriage of unberthed passengers to which the Simla Rules (1931) apply, shall comply with the requirements of paragraphs 119 to 126 with the following modifications—
Bilge Valves, Cocks, etc. (application of paragraph 122).
Sub-subparagraph (d) except for the first sentence shall apply only to ships carrying an emergency bilge pump.
Bilge Pumps (application of paragraph 125).
Sub-subparagraph (d) shall not apply to a pilgrim ship or to a ship carrying not more than twelve berthed passengers.
The bilge pumping arrangements in vessels employed within the limits of the coasting and river trade shall comply with the requirements of paragraphs 119 to 126 except as regards the minimum size of pipes prescribed in the last clause of paragraph 121 and as stated hereafter.
Bilge pumps shall be provided as follows—
| Length of Vessel in feet | Pumps required | |
| Power bilge pumps | Hand deck pumps | |
| 50 and under 100 | One | One of the lever type to each compartment, or one of cranked type |
| 100 ,, ,, 250 | One | One of the cranked type |
| 250 ,, ,, 300 | One | Two of the cranked type |
| 300 and over | ||
| (E.R. 2 of 2021) | ||
| Additional to the ordinary pump worked by main engines. | |
| Additional to the ordinary pump worked by the main engines or equivalent engine room pump. | |
| § | Submit for consideration. |
Each of the pumps specified, unless of the hand lever type, shall be capable of drawing from any part of the vessel.
When a hand deck pump is fitted to each compartment, the valves and cocks for regulating the bilge suctions need not be workable from above the bulkhead deck if they are in the same compartment as the power pumps.
Where two independent power pumps are required, one pump shall be an emergency pump worked from a source of power situated above the bulkhead deck, which shall be available at all times when the vessel is occupied by passengers or crew and be independent of the main propelling plant.
The hand pumps mentioned in the third column of the table may be dispensed with if two power pumps independent of the main engines are fitted, provided the requirements of the previous sub-subparagraph of this paragraph are complied with. (E.R. 2 of 2021)
Surveyors are required by the Ordinance to fix the limits of weight to be placed on safety-valves of passenger steamships, and to determine whether the boilers and machinery are sufficient for the service intended and in good condition. In order to facilitate the foregoing, the surveyor may require plans of the boilers and machinery, and these should be supplied as requested.
The machinery to be surveyed comprises the engines and boilers used for propelling the vessel, and all the machinery connected therewith including donkey boilers that are in any way attached to, or connected with, the main boilers. The steering gear; installation for emergency power and lighting; the machinery for operating the watertight doors; and the engines of motor lifeboats (including the generator for wireless telegraph apparatus), forming part of the statutory boat equipment should also be surveyed.
Boilers and machinery used for loading or unloading the vessel, and used exclusively for purposes unconnected with the motive power of the vessel, do not form a part of the machinery required by the Merchant Shipping Ordinance (Cap. 281), to be surveyed, but the surveyor should satisfy himself that the boiler is reasonably safe for the pressure at which it is worked.
When a surveyor has seen the machinery of a new steamship in the shop before it is put together, and is satisfied with it, it will not be necessary before issuing the first declaration to have it again opened up on board the ship for examination, either by himself or another surveyor, unless in the surveyor’s judgment it is necessary after the vessel has been tried under steam.
Subject to any reservations which may be mentioned in the Certifying Letter, new boilers imported into Hong Kong and accompanied by a Certifying Letter from the Ministry of Shipping will be accepted as having complied with all the regulations 143 to 210 inclusive relating to the process of manufacture and materials. (21 of 2024 s. 78)
Subject to any reservations which may be mentioned in the Certifying Letter, new machinery, new parts of machinery and any auxiliaries which are imported into Hong Kong and accompanied by a Certifying Letter from the Ministry of Shipping will be accepted as having fully complied with all the regulations contained herein. (21 of 2024 s. 78)
In the case of passenger vessels with more than one propeller, only one complete engine and necessary auxiliaries need be surveyed every twelve months, provided however that in Diesel engined ships the whole of the engines and auxiliaries shall be surveyed within any two years. In the case of single screw vessels, the complete machinery must be surveyed each year. Further, all vessels may be surveyed on the running survey principle, that is, all the turbines, cylinders, or other parts surveyed need not be opened up at the same time so long as the required proportion of the machinery as defined above, is seen in the course of a year and the parts requiring annual survey are seen within twelve months of the last inspection. The inspections should, as far as possible, be made concurrently with the inspections made on behalf of the owners, the various parts being inspected in sequence and at regular intervals as far as possible. A general inspection of the main machinery not opened up for inspection should also be made as far as possible.
Owners should make arrangements for a surveyor to be notified whenever any parts are opened out for overhaul and whenever any breakdowns have occurred, and the surveyor should keep records of the sequence in which, and dates on which parts of the machinery were surveyed.
Surveyors should be careful when examining the machinery to have the upper brasses of all bearings taken off; the shaft turned round and carefully examined; air and circulating-pump covers lifted for examination of the pump buckets and valves; the covers of all feed and bilge-pump valves removed for the examination of the valves; all discharge-valves and sea-cocks taken apart for examination; the propeller shaft withdrawn when necessary, and both the shaft and propeller examined. In all cases in which the shaft is withdrawn, it is to be seen again after the propeller is secured in its place.
In addition the following parts should be opened up, namely—
Reciprocating steam engines: The cylinder covers and junk rings or pistons lifted for inspection of the cylinders and pistons; the casing covers removed for examination of the slide-valves, and the slide-valves taken out.
Turbines: The turbine casings and gear boxes should be opened up periodically for inspection and the rotors lifted so that the lower half of casing can be examined.
Diesel Engines: The survey of diesel engines should be made on the lines of the procedure laid down for steam reciprocating engines, with the necessary additions, namely, examination of the cylinders and pistons should include inspection of the covers for cracks, scale in cooling water spaces, and gauging of liners for wear; examination of fuel, air, and exhaust valves, including seats and springs; examination of safety devices, that is, relief valves on air systems, non-return valves in air and fuel lines of piping, flame retarders in air lines, etc.; examination of water-cooling arrangements and forced lubrication systems; examination of compressors, blast air and starting air containers, and examination of spare gear.
Before a declaration is issued the machinery must be tried. In the case of a new vessel, the trials should be made at sea, or under conditions which approach those of the service in which the vessel will be engaged. When the trials are made at sea the steering gear should be tested (see paragraph 293).
In steamships with more than one boiler the same procedure may be followed as in the case of the machinery, that is, the boilers may be surveyed on the running survey principle, provided each boiler is inspected within any given period of twelve months.
The brickwork and bridges in the furnaces and combustion chambers of new cylindrical boilers need not be specially taken down during the first four years, provided there is no evidence of leakage or corrosion at the adjacent part or parts of the boiler and the surveyor is otherwise satisfied. This does not apply to water tube boilers, in which, as in all boilers after the first four years, the fire-bars, bridges, and brickwork should be removed and the boilers opened up to permit of a thorough examination of all parts.
All cocks and valves on the boiler should be taken apart and examined.
At every survey of a passenger steamship, the surveyor should go inside the boilers, and make a thorough examination of them. The furnace plates, lower parts of combustion-chamber plates, shell, etc., should of course be drilled when considered necessary in order to ascertain their actual thickness.
When stays alone prevent the surveyor getting into the water or steam spaces of a boiler, such stays should be removed, but he must see them properly replaced before granting his declaration.
If any part of a main boiler or furnaces is so constructed that the surveyor cannot examine it, he should withhold the declaration and report the case to the Principal Surveyor of Ships.
When boilers are not large enough for the surveyor to enter the water or steam spaces, they should be examined as far as possible, and tested by hydraulic pressure at every annual survey, at least. The hydraulic test may also be applied at intermediate surveys, if such are held, and if the surveyor considers the test necessary.
If the boiler is too hot for the surveyor to examine the inside efficiently, and with safety and convenience, he should decline to examine it, and refuse to grant a declaration until he can make an efficient internal examination.
A surveyor who has to enter a boiler which it is possible to connect with another boiler containing steam should, before doing so, take an reasonable precautions to secure immunity from the danger of steam being turned into the boiler into which he is entering.
The surveyors should be specially careful to see that the end attachments of the screwed stays of all passenger steamships’ boilers are satisfactory and in good condition. They are cautioned that a number of cases have occurred in which many screwed steel stays in the water spaces of steel boilers have broken squarely across, in line with the water side of the outer plate, in the ordinary course of working. It is sometimes difficult to detect such defects, although they may be so serious as to render the boiler in which they occur quite unfit for the pressure which is required, and for which it would otherwise be sufficient. Great vigilance is therefore necessary in the examination of such stays, and the surveyors will find the frequent application of the hydraulic test a valuable aid to the discovery of broken ones. The surfaces supported by these stays should be carefully gauged before, during, and after the hydraulic test, as undue deflection will no doubt occur in the vicinity of any stays that may be broken.
Boilers which have patches that are only bolted, or fitted in a temporary manner, should not receive a declaration for twelve months. Such patches should be removed and be properly and permanently fitted at the earliest opportunity. Cup patches over the ends of stays should not be passed, and, if it comes to the knowledge of the surveyor that cup patches have been fitted over the ends of stays during the time a certificate is in force, he should take steps to have them removed and the defects made good.
Provided the work is carried out by experienced workmen to the satisfaction of the surveyor, welding processes may be employed, within limits, for repairing cracks in furnaces, combustion chambers, and end plates of boilers, and in the same parts for re-enforcing the landing edges of leaky riveted seams which have become reduced by repeated chipping and caulking.
In some old furnaces which have been repaired by the above processes, it has been found that, after a few months working, cracks have again developed at parts adjacent to those welded, probably owing to the original material of the furnace having become fatigued and worn out by long and severe usage. In dealing with old furnaces, therefore, this fact should be taken into consideration.
The re-enforcing of the circumferential seams of boiler shells may be allowed if the end plates are well stayed, but no welding should be done to those parts by any process, such as the oxy-acetylene, oxy-hydrogen or other similar method, which may cause local heating over an appreciable area of the plate.
In no circumstances should any part of a boiler of a passenger vessel be welded if wholly in tension under working conditions, such as a stay, or the shell plate at a longitudinal seam, the failure of which by cracking at the welded part might lead to disastrous results.
In any case in which the proposed repairs to the boilers of passenger vessels by either of the above processes are of an uncommon or unusually extensive character, the particulars should be submitted for the Principal Surveyor of Ships’ consideration and approval.
After repairs by welding have been completed, the parts at or adjacent to the welds should in all cases be well hammertested; and, unless the welding is of a trifling character, a hydraulic test of not less than one-and-a-half times the working pressure should be applied to the boiler after the hammer-testing has been effected.
Surveyors should take care that boilers which are so placed that the outside of the bottom cannot be seen, are lifted for inspection at least once in every four years, or oftener if the surveyors consider it necessary. If the owners in any special case have good reasons for not wishing to lift them when the surveyor requires it, the surveyor should submit the whole case in detail to the Principal Surveyor of Ships for his consideration. The surveyor must recollect that he is not to certify as sufficient, any boiler respecting which he cannot thoroughly satisfy himself.
Surveyors should see all new boilers tested by hydraulic pressure to 1 1/2 times the working pressure allowed, plus 50 lbs. per square inch. The test should be made previously to the boilers being placed in the vessel, and before they are lagged. This latter instruction applies also to evaporators, superheaters and steam chests, but these should be tested to twice the working pressure, except that when a superheater forms an integral part of a boiler it should be tested to the same pressure and with the boiler of which it forms a part.
The full hydraulic test described above should be applied, before a declaration is granted, to the boilers of an steamships that have not previously had a passenger certificate, and at each annual survey to boilers which are too small for the surveyor to enter or satisfactorily examine internally.
When the boilers are in the vessel, the surveyor may, at any time he thinks it necessary, before he gives a declaration, require them to be tested by hydraulic pressure, to satisfy himself as to the sufficiency of any doubtful part, or of any part not easy of access for inspection.
Boilers which have been lifted should in all cases be subjected to the hydraulic test before they are re-set.
Old boilers which can be examined internally should be tested to at least 1 1/2 times the working pressure, after undergoing important repairs, and the full test pressure should be applied if the boilers cannot be examined internally or, in the opinion of the surveyor, the extent or nature of the repairs makes it desirable. The hydraulic test should not be applied until the boiler has been examined in accordance with paragraph 133 and until the strength has been calculated from the necessary measurements taken from the boiler itself.
The hydraulic test should not be witnessed by the surveyor in any case where these regulations as to strength, material, method of construction, treatment, etc., are not complied with, unless they have previously submitted the details of the particular case for the consideration of the Principal Surveyor of Ships and obtained authority to witness the test.
If, while a boiler is being tested, there are any visible or audible indications that it is, in any way, defective, the surveyor should at once advise those conducting the test to relieve the boiler of pressure, and should take steps to ascertain the nature and extent of the defect. The surveyor’s primary duty at a test is, however, to note the results and satisfy himself that it is properly made, the conduct of the test being left to the representatives of those who own the boiler. When a test is unsatisfactory, the defects should be made good and the boiler re-tested.
The attention of the surveyors is directed to the importance of examining closely new boilers during and after the hydraulic test, especially those having thick shell plates, which are more subject to defects than thinner plates on which a greater amount of work is bestowed when rolling. A considerable number of serious defects (in the nature of cracks) in shell plates have been reported at different times, many having been discovered before the plates were worked into the boilers, but some not having been revealed until the boilers were completed and the hydraulic test was applied.
Two surveyors should be present at the hydraulic testing of all boilers having cylindrical shells 1 1/4 inches or over in thickness, in order that the shell plates may be kept under close observation during the test, and special attention should be given to any part which has been dressed on the surface (see paragraph 152): if such part be inside the boiler, it should be carefully examined after the water has been run out of the boiler, and in every case the results should be reported.
In cases, however, where the work in the port renders it impracticable, without serious inconvenience, for two surveyors to be present, the presence of a second surveyor may be dispensed with, provided that it can be arranged for the makers to keep the full hydraulic test pressure on the boiler sufficiently long to enable the surveyor to make a thorough inspection of the shell plates and other parts usually inspected while the pressure is on the boiler. This modification applies primarily to single-ended boilers, but it may, in exceptional cases, apply to double-ended boilers also. Endeavour should, however, always be made to ensure the presence of two surveyors, particularly when double-ended boilers are being tested.
No test should be considered good in which the boiler has not borne satisfactorily the intended test pressure for at least ten consecutive minutes.
After a boiler has been subjected to the hydraulic test, the surveyor should inspect it, as far as possible, both externally and internally.
The amount of the test pressure and the date on which the test was last applied should in all cases be inserted in the surveyor’s declaration, and be noted in the office records. The surveyor should also record the dates on which boilers which have been lifted are inspected, and whether the boilers were out of the ship when examined, and, if out of the ship, where they were examined.
When witnessing hydraulic tests of boilers, etc., the surveyors are to use the pressure gauges supplied by the Government for the purpose.
If the surveyor, after completing the survey of a new boiler (including the internal inspection after the hydraulic test), is fully satisfied that the regulations and requirements have been in all respects complied with, and that the boiler is entirely satisfactory, he should see it stamped in the following manner—
| “ H.K. Government Test. | ||
| No. | ||
| Tested to | lbs. | |
| W.P. | lbs. | |
| (Date) | ||
| (Surveyor’s Initials) | ” |
the pressures, date and initials of the surveyor being those applicable to the particular case.
The marks in the case of single-ended boilers should be stamped on a conspicuous part of the front end plate, near the breast door on the right-hand side, double-ended boilers being similarly marked at both ends, and vertical cylindrical boilers on a conspicuous part of the shell immediately above the fire-hole. Water-tube boilers should be stamped on a conspicuous part of the steam drum near the water gauge. If, however, in single-ended or double-ended cylindrical boilers the casings for forced draught, or other fittings, would prevent them being readily seen when placed on the end plate, the marks may be stamped on the right-hand side of the shell plate, near the end plate and in such a position that they win not be hidden by the lagging.
The surveyor should fix the working pressure for boilers by a series of calculations of the strength of the various parts, taking into consideration the workmanship and material. The Government has arranged to receive, for examination by their surveyors, plans and particulars of boilers before the commencement of manufacture, by these means hoping to prevent questions arising after the boilers are finished and on board. This practice has been found to work well in saving the time of the surveyors, and in preventing expense, inconvenience, and delay to owners.
Plans of boilers may be received for examination upon payment of the fee prescribed in the Scale of Fees for Surveys and Inspections, etc., and the surveyor may proceed as far as witnessing the hydraulic test, and making the subsequent internal examination before any further instalment of the passenger certificate survey fee is paid. Engineers and boiler-makers should be advised of this arrangement.
When the surveyor has received plans of new boilers, or of alterations to boilers, and has approved of them, he should, of course, be careful, in making his examination from time to time, to see that the construction proceeds in accordance with the approved designs. When he has not had the plans submitted, but is called upon to survey a boiler, he should measure the parts, note the details of construction, and, if necessary, bore the plates to ascertain their thickness, etc., before he gives his declaration: and in the event of any novelty in construction, or of any departure from the practice of staying and strengthening noted in these regulations, he should report full particulars to the Principal Surveyor of Ships before fixing the working pressure.
The surveyor cannot declare a boiler to be safe unless he is fully informed as to its construction, material, and workmanship. He should, therefore, be very careful in giving a declaration for a boiler that he is not called upon to survey until after it is completed, and fixed in the ship.
A pressure once allowed on the boiler of a passenger steamship should not in any circumstances be increased unless the surveyor has previously referred the matter to the Principal Surveyor of Ships. In cases where a surveyor is of opinion that an increased pressure may with safety be allowed, he should communicate with the surveyor who last surveyed the vessel; and if, on learning the reasons why the existing pressure was formerly allowed, the surveyor is still of opinion that it may be increased, he should communicate all the facts of the case to the Principal Surveyor of Ships; but, as above stated, the pressure should not in any case be increased until the question has been decided by him.
Surveyors are to be most careful not to give any official sanction to any new or unusual arrangement or construction of marine engines, boilers or fittings, nor should they give any written approval of any invention or arrangement without first obtaining the permission of the Principal Surveyor of Ships and, whenever they know that any boiler, or other apparatus of novel arrangement is to be fitted to a vessel that is intended to have a passenger certificate, they should as soon as possible, with a view to preventing subsequent delays and questions, obtain plans of it and submit them for consideration.
When any deviation from an approved plan is made, full particulars thereof should be submitted for the Principal Surveyor of Ships’ consideration; and, when any deviation is sanctioned, it is only for that particular case, unless otherwise stated.
If any engine, boiler, apparatus, or fitting, or any part thereof which has been made to a design submitted for consideration, proves unsatisfactory or defective during manufacture or in use, before the first declaration is granted full particulars of such defects, and of any proposal which may be made to remedy them, should be obtained and reported by the surveyor with as little delay as possible.
All steel intended for use in the construction of boilers and forgings should be made by the open hearth process, acid or basic. Steel used for castings may be made by any process which has been approved by the Ministry of Shipping or the Principal Surveyor of Ships.
Only tested steel is to be used in the construction of boilers. Steel, bronze and delta metal which is used for the forgings or castings of any important part of the machinery must also be tested.
All tests are to be made in the presence of a Government surveyor unless the material, or forging, or casting has already been tested by a surveyor to the Ministry of Shipping, and a certificate of test is produced verifying the particulars thereof.
If no such tests of material are made, a surveyor is not to give a declaration without referring the case to the Principal Surveyor of Ships.
When steel intended for boilers is not made by any of the following makers the case must receive special consideration.
| Messrs. W. Beardmore & Co. | } | For plates and bars or sections. | |
| ,, | Bolckow Vaughan & Co., Ltd. | ||
| ,, | J. Brown & Co. | ||
| ,, | The British (Guest, Keen, Baldwins) Iron & Steel Co., Ltd. | ||
| ,, | Cammell Laird & Co. | ||
| ,, | The Clydebridge Steel Co. | ||
| ,, | D. Colville & Sons | ||
| ,, | The Consett Iron Co., Ltd. | ||
| ,, | The Glasgow Iron & Steel Co., Ltd. | ||
| ,, | The Leeds Forge Co. | ||
| ,, | Palmer’s Shipbuilding & Iron Co., Ltd. | ||
| ,, | The Patent Shaft & Axletree Co., Ltd. | ||
| ,, | The South Durham Steel & Iron Co., Ltd. | ||
| ,, | John Spencer & Sons, Ltd. | ||
| ,, | The Steel Co. of Scotland | ||
| ,, | The Weardale Steel, Coal, & Coke Co., Ltd. | ||
| ,, | Stewarts & Lloyds, Ltd. | ||
| ,, | The Parkgate Iron & Steel Co. | ||
| ,, | J. Dunlop & Co. | } | For plates. |
| ,, | Appleby Frodingham Steel Co., Ltd., Scunthorpe, Lincs | ||
| Messrs. The Lanarkshire Steel Co., Ltd. | } | For bars or sections. | |
| ,, | Waverley Iron & Steel Co. | ||
| ,, | H. Bessemer & Co., Ltd. | ||
| ,, | Industrial Steels, Ltd. | ||
| ,, | Alfred Hickman, Ltd. | ||
| ,, | Dorman, Long & Co., Ltd. | ||
| ,, | The Wigan Coal & Iron Co., Ltd. | ||
| ,, | Scottish Iron & Steel Co. (North-burn Works) | ||
| ,, | Cargo Fleet Iron & Steel Co. | ||
| Earl of Dudley’s Round Oak Works, Ltd. | |||
| Messrs. Appleby Frodingham Steel Co., Ltd., Scunthorpe, Lincs | |||
| United Steel Companies, Ltd., (Steel, Peach & Tozer Branch) | |||
| United Steel Companies, Ltd., (The United Strip and Bar Mills Branch) | |||
Sufficient notice should be given to the Principal Surveyor of Ships in order that arrangements may be made for a surveyor to witness the test.
All the test-pieces required should be selected by the surveyor, and, except where otherwise specified in these regulations, the tests should be made in his presence.
Test-pieces should not be cut off forgings or castings until they have been stamped by the surveyor after the annealing has been completed.
If any material, including plates, is annealed, or otherwise heat-treated, after test-pieces have been selected, the test-pieces should be similarly and simultaneously treated with the material before they are tested. The specimens should not be further heated, excepting those for temper bending tests, which should be heated to a blood red, judged indoors in the shade, and quenched in water at a temperature not exceeding 80° Fahr.
When a number of articles are cut from one plate, bar or forging, the number of tests required should be the same as that required from the original piece, provided the articles have not been further heated or forged, and can be identified as having formed part of the original piece.
When a number of small forgings are made from the same ingot, or a number of small castings from the same charge of steel, the full number of tests specified hereafter need not be made; tensile and bending tests at the rate of one of each for every four articles will, as a rule, in such cases be sufficient.
For small sectional material the bend tests may be made from the flattened bar.
Bend tests may be made either by pressure or by blows.
Except where specially mentioned in these instructions, any straightening of test-pieces which may be required shall be done cold.
The forms and dimensions of test-pieces should be as follows—
(a) Tensile TestsPlates, Tee and Angle Bars
Test-piece A.Bars, Rods and Stays
Test-piece B.Alternative Test-piece F.
for Test-pieces over 1 Inch in DiameterForgings and Castings
Test-pieces C., D. and E.
The gauge length and the parallel portion of the test-pieces should be as shown. The form of the ends should be as required in order to suit the various methods employed for gripping the test-piece.
Any reduction of the specimens to the form required should be effected by machine, and, whenever practicable, the rolled surfaces should be retained on two opposite sides of the test-pieces taken from plates, angle bars and tee bars.
(b) Bending Tests
The specimens sheared from plates, angle bars and tee bars, for bending tests, should not be less than 1 1/2 inches wide; but, for small bars, the whole section may be used.
The rough edge caused by shearing samples 1/2 inch in thickness, and above, may be removed by filing or grinding; and samples 1 inch or more in thickness may have the edges machined.
The bending specimens of round bars should, whenever practicable, be of the full diameter of the bars, as rolled, but those of large section may be turned down to a diameter of 2 inches, if desired.
The bending tests of forgings and castings should be made with rectangular test-pieces, 1 inch wide by 3/4 inch thick, which should be machined to size and have the corners rounded to a radius of 1/16 inch; they should be bent over their thinner section.
The test-pieces used for temper bend tests shall be similar to those used for cold bend tests.
The test-pieces shall be heated to a blood-red colour, judged indoors in the shade, and quenched in water at a temperature not exceeding 80° Fahr.
Should either a tensile or a bend test fail to fulfil the test requirements, and should the surveyor consider that the test-piece does not fairly represent the quality of the material, two duplicate specimens may be tested; and, if the results obtained from both are satisfactory, the quality of the article may be judged thereby, and not by the original test which failed. If, however, either of the duplicate tests fails, the article or articles represented should be rejected.
Should any tensile test-piece break at a point outside the middle half of its gauge length, the test may, with the surveyor’s approval, be discarded, and another test may be made from the same plate, bar, forging or casting.
Every article should be stamped with a number or identification mark such that the charge of steel from which it was made can be readily identified. In addition to this, plates and bars should be stamped with the makers’ name or trade mark, and plates with the results of any tests which are made from them.
After witnessing the steel tests, the surveyor should enter the results in the office records.
While it is imperative that all necessary tests of material should be made, it is desirable that any unnecessary tests should be avoided.
The finished material should be sound and free from cracks, surface flaws and laminations, and no hammer-dressing, patching, burning or electric welding is permissible.
It is most necessary that the surveyor should carefully scrutinize the inner and outer surfaces of all cylindrical shell plates, with a view to detecting cracks, while the plates are being worked in the boilers. If he has any doubt about a part a light chipping should be taken off the surface, in order to see if the chipping divides at a crack.
Boiler-makers should be requested to examine carefully all shell plates in the various stages of working, as they have the best opportunity of discovering defects, and occasionally cracks develop when working the plates in the boiler shop; but such inspection does not in any way relieve the surveyor from his duty personally to inspect the plates.
In the event of any material proving unsatisfactory in the course of working or machining, it should be rejected notwithstanding any previous certification of satisfactory testing.
Surveyors should report all cases of failure of steel plates, etc., which may come to their knowledge.
A tensile and a cold bending test should be taken from each plate, as rolled; but, when the weight of the plate exceeds two and a half tons, a tensile and a bending test should be taken from each end. In addition to the tests mentioned one temper bend test shall be made from every shell plate which has a tensile strength above 35 tons per square inch.
The plates for man-hole doors, and for compensating rings around the openings for doors, should be tested in the usual manner.
Test specimens may be cut from the rolled material either lengthwise or crosswise, but cross check tests of boiler shell plates and butt straps should be made occasionally, the specimens being stamped by the surveyor before they are cut from the plates.
Wherever practicable the rolled surfaces shall be retained on two opposite sides of the test piece.
The tensile breaking strength of steel plates for shells and girders, determined from standard test pieces, shall be ordinarily between the limits of 28 tons and 35 tons per square inch, but a range of not more than 4 tons per square inch shall be permitted in any one case.
For plates intended for flanging or welding, and for combustion chambers and furnaces, the tensile breaking strength shall be between the limits of 26 tons and 30 tons per square inch.
The elongation, measured on a standard test piece having a gauge length of 8 inches, shall be not less than 20 per cent for material of 3/8 inch in thickness and upwards required to have a tensile breaking strength between the limits of 28 tons and 35 tons per square inch; and not less than 23 per cent for material of 3/8 inch in thickness and upwards required to have a tensile breaking strength between the limits of 26 tons and 30 tons per square inch.
For material under 3/8 inch in thickness the elongation may be 3 per cent, but not more than 3 per cent, below the abovenamed elongations.
For both cold and temper bends the test piece shall withstand, without fracture, being doubled over until the internal radius is equal to 1 1/2 times the thickness of the test piece, and the sides are parallel.
The temper bend test pieces shall be similar to those used for cold bend tests. The test pieces shall be heated to a blood-red colour, judged indoors in the shade, and quenched in water at a temperature not exceeding 80° Fahr.
Tests from one in four plates of each thickness of plating manufactured by makers given in paragraph 145 will be sufficient excepting when—
the weight of the plate is over 2 1/2 tons,
there is a special limit of strength,
in the case of shell plates, a minimum strength exceeding 28 tons is required,
in which cases each plate is to be tested.
It is very desirable that all plates (especially those of great thickness) intended for the shells of boilers should be annealed, but it is important that the process should be carefully effected, the plates being heated singly to a suitable temperature, in a properly constructed furnace, and allowed to cool separately and uniformly out of the furnace.
Plates should be sound and free from defects. Paragraph 152 should be applied with care, particularly in the case of shell plates.
One tensile test should be made from each 15—or part of 15—bars rolled of each section or diameter from the same charge, but not less than two tensile tests should be made, unless the total number of bars rolled from the same charge is 8, or less than 8, and the bars are of the same section or diameter, when one test will suffice. For round bars 1 3/4 inches in diameter, and under, the numbers 50 and 20 should be substituted for 15 and 8 respectively for determining the number of tests required.
A cold bend should be made from stay bars in the same proportion as that in which tensile tests are required; and a cold bend should be made from each angle or tee bar rolled. No bending tests need be made from rivet bars.
Whenever practicable the rolled surfaces shall be retained on the test pieces.
(Note: See paragraph 160 for tests of special iron intended for combustion chamber stays.) (E.R. 2 of 2021)
Longitudinal stays shall have a tensile strength between the limits of 28 tons and 35 tons per square inch, with an elongation of not less than 20 or 24 per cent measured on standard test piece B or F respectively, but a range of not more than 4 tons per square inch shall be permitted in any one case.
Combustion chamber stays shall have a tensile strength between the limits of 26 tons and 30 tons per square inch, with an elongation of not less than 23 or 28 per cent measured on standard test piece B or F respectively.
Angle and tee bars shall have a tensile strength between the limits of 28 and 32 tons per square inch, with an elongation of not less than 20 per cent measured on the standard test piece A.
For material under 3/8 inch in thickness the elongation may be 3 per cent less.
Rivet bars shall have a tensile strength between the limits of 26 tons and 30 tons per square inch of section, with an elongation of not less than 25 or 30 per cent measured on standard test piece B or F respectively. The bars may be tested the full size as rolled.
The test pieces shall withstand without fracture, being doubled over until the internal radius is equal to 1 1/2 times the thickness or diameter of the test piece, and the sides are parallel.
In order that iron screw stays may be approved of the same size as would be required for mild steel the iron must withstand the following tests—
The bars as rolled are to be placed in batches of 20, and one tensile and two bend test pieces are to be selected by the surveyor from each batch.
The bend test pieces may be either of the bar as rolled or turned down to one inch diameter. One of the two bend test pieces selected is to be lightly and evenly nicked on one side with a sharp cutting tool.
The tensile breaking strength shall not be less than 21 1/2 tons per square inch with an elongation of not less than 25 or 30 per cent measured on a standard test piece B or F respectively.
If the tensile test is unsatisfactory, two other bars are to be selected for test from the batch, and should either of these fail the batch is to be rejected.
The bend test piece shall stand bending cold until the sides are parallel and the space between the two sides is not greater than the diameter of the test piece. The nicked test piece is to be bent back at the nick through an angle of 180o by pressure or by a succession of light blows. The fracture must be clean, fibrous, free from slag or dirt or any coarse crystalline structure. If either of the bends is unsatisfactory, two other bars are to be selected for a test similar to that which failed, and should either of these prove unsatisfactory the batch is to be rejected.
A few rivets of each size should be selected by the surveyor from the bulk, and should be subjected to the following tests—
The rivet shanks to be bent cold and hammered until the two parts of the shank touch, without fracture on the outside of the bend.
The rivet heads to be flattened, while hot, until their diameter is two and a half times the diameter of the shank, without cracking at the edges.
A few check tensile tests of shell rivets should also be made when the surveyor considers it necessary. The elongation should, when practicable, be taken in a length of two and a half times the diameter of the prepared part; the tensile strength should be from 27 to 32 tons per square inch and the contraction of area about 60 per cent.
Tensile tests of the rivets for the longitudinal seams should be made in all cases of boilers under survey for a Special Certificate.
All tubes subject to internal pressure shall be solid drawn and made of steel produced by an open-hearth process, acid or basic, the ultimate tensile strength of which does not exceed 28 tons per square inch, and the elongation of which shall be not less than 30 per cent (B.E.S.A. Test-Piece F) when in the billet or bar form, and shall be certified as such by the makers of the steel and of the tubes.
All tubes under 1 1/2 inches external diameter shall be cold finished; these and all other cold-drawn tubes shall be satisfactorily annealed before examination.
All tubes shall be free from defects, both within and without, and shall be tested as follows—
All tubes up to 10 L.S.G. in thickness shall be capable of being flattened by hammering when cold until the inner surfaces are not further apart than 2/32 inch. For those over 10 L.S.G., and not exceeding 6 L.S.G. in thickness, the maximum distance apart shall be 7/32 inch; for those over 6 L.S.G. and not exceeding 3 L.S.G., the maximum distance apart shall be 12/32 inch; and for those whose thickness exceeds 3 L.S.G. the maximum shall be 18/32 inch. In all cases after undergoing such tests there must be no signs of any cracking or other fracture.
All tubes when cold shall be able to withstand without cracking an enlargement of diameter at both ends by means of roller expanders or by drifts to the extent of:
| Thickness of Tubes | Enlargements of Diameters at ends by means of | |
| Roller Expanders | Drifts | |
| Up to 10 L.S.G. | 12.5 per cent | 9.5 per cent |
| Above 10 L.S.G. and up to 6 L.S.G. | 9.5 ,, | 7.0 ,, |
| Above 6 L.S.G. | 6.5 ,, | 5.5 ,, |
| (E.R. 2 of 2021) | ||
Tubes should be presented for test in batches of 100 each. Two tubes shall be selected indiscriminately from each of at least two batches and one from each of any remaining batches. Each tube so selected shall be subjected to the above expanding tests and one tube from each batch, which may be a tube that has sustained the expansion test, shall also be flattened cold to the extent specified above in sub-sub-subparagraph I at three different parts of its length of which one position shall be at or near the middle of the tube, and the flattened portions shall be in three different planes. The tubes shall pass these tests without signs of cracking. (E.R. 2 of 2021)
Should one of the selected tubes fail to withstand either of these tests, two further tubes shall be selected from the batch and be subjected to both the prescribed tests. If further failure occurs the particular batch of tubes shall be rejected as unsatisfactory.
Every tube should be tested at the Tube Maker’s Works by hydraulic pressure to three times the boiler pressure, but not less than 1,000 lbs. per square inch, except down-comer tubes, which should be tested in accordance with the requirements for steam pipes.
The manufacturer’s certificate of the results of the foregoing tests will be accepted, provided each tube is delivered with one inch in excess of the finished length, which excess shall be partly severed for flattening to the extent prescribed above in sub-subparagraph (b) I. (E.R. 2 of 2021)
Every tube delivered is to be straight (unless otherwise specified) and is to be practically concentric throughout its length. The tolerance or deviation from the specified thickness is to be within the following limits—
Cold Finished Tubes: The tolerance in thickness shall be 5 per cent below and 10 per cent above the specified thickness.
Hot Finished Tubes: The thickness of the tubes shall be within the following tolerances, measured at any point—
| From 1 1/2 inches up to and including 2 1/2 inches | { | - 7 1/2 per cent. |
| + 17 1/2 ,, ,, | ||
| Over 2 1/2 inches up to and including 4 1/2 inches | { | - 5 per cent. |
| + 15 ,, ,, | ||
| Over 4 1/2 inches | { | - 7 1/2 per cent. |
| + 17 1/2 ,, ,, |
The tolerances in external diameter from those specified are to be as follows—
Cold Finished Tubes: The external diameter of the tubes, measured at any point, shall be not greater than that specified, but may be less by a maximum of 1 per cent.
Hot Finished Tubes: The external diameter of the tubes, measured at any point, shall be within the following tolerances of the diameter ordered—
| For tubes from 1 1/2 inches but below 2 1/2 inches | { | + 1/64 inch. |
| - 1/32 ,, | ||
| For tubes 2 1/2 inches diameter and over | { | + 1 per cent. |
| - 1 ,, ,, |
A few bending tests may be made from the scrap ends of the stay tubes or the strips from which they are made but special tests need not be made from the tubes fitted into boilers if the general nature of the material is found satisfactory and the surveyor is satisfied.
At least one tensile and one bend test should be taken from each forging; but, if the weight exceeds three tons, a tensile and a bending test should be taken from each end. Small forgings made from one ingot may be dealt with under the provisions of paragraph 147(d).
The test-pieces should be taken from a part of the forging of sectional dimensions not less than those of the body of the forging. In the special case where the couplings of a shaft are formed by “upsetting”, the test-pieces may be cut from the outer edges of the couplings.
The test-pieces should be selected after annealing has been completed, and they should be machined to size without further forging down.
The tensile strength of steel forgings should not, except with permission in special cases, exceed 40 tons per square inch; and the elongation, measured on the appropriate standard test-piece C, D or E, should not be less than 17 per cent for 40-ton steel; and in no case may the sum of the tensile strength and the corresponding elongation be less than 57.
Ingot steel for shafting shall be generally of 28 to 32 tons per square inch standard quality, and when steel of other quality is used the case should be submitted for consideration.
The bending test-piece should withstand being bent without fracture through an angle of 180o, the internal radius of the bend being not greater than that specified below—
| Maximum specified tensile strength of forging | Internal radius of test-piece after bending |
| Up to 32 tons per square inch | 1/4 inch |
| Above 32 tons and up to 36 tons per square inch | 3/8 ,, |
| Above 36 tons and up to 40 tons per square inch | 5/8 ,, |
The forgings should be made from sound ingots, and not more than the lower two-thirds of the ingot may be utilised for forging. The sectional area of the body of the forging may not exceed one-fifth of the sectional area of the original ingot; and no part of the forging should have more than two-thirds of the sectional area of the ingot. All ingot steel forgings should, after completion, be thoroughly annealed at a uniform temperature; and, if any subsequent heating is done, the forging should, if required by the surveyor, be again annealed.
Bronze Propeller Shafts and Castings—Tensile and bend tests should be made from the material of bronze propeller shafts; the tensile strength and percentage elongation should approximate closely to those applicable to steel forgings and the bend tests should be made to 120 degrees. (E.R. 2 of 2021)
Tensile and bend tests should also be made from important bronze castings. The tensile strength, percentage elongation and angle of bend may be below those required for bronze propeller shafts, and will depend upon the purpose for which the castings are intended.
No tests need be made from unimportant steel castings or from steel castings which are used for articles usually made of cast-iron, if the scantlings are not materially reduced below what would be required if cast-iron where used. All other steel castings should be tested as follows—
At least one tensile and one bending test should be made from the castings from each charge; and, where a casting is made from more than one charge, at least four tensile and four bending tests should be made from pieces cast as far apart as possible on the casting and as near the top and the bottom respectively as practicable.
Where more than one casting is made from one charge, at least one tensile and one bending test should be made from the castings run from one common pouring head; but separate tests should be made from each casting or set of castings run from each separate pouring head. Small castings may, however, be dealt with in accordance with the provisions of paragraph 147(d).
The test-pieces should be selected after all annealing has been completed.
The tensile strength may range from 26 to 40 tons per square inch, with an elongation, measured on the standard test-piece C, D or E, of not less than 15 per cent. If however, the castings are to be used for the more important pieces of machinery, such as pistons, etc., or for articles usually made of wrought material, the elongation should not be less than 20 per cent where the corresponding tensile strength is between 26 and 35 tons per square inch.
The material of cast steel webs for crank shafts should be such that the tensile strength does not exceed 32 tons per square inch, and the sum of the tensile strength in tons per square inch and the percentage of elongation measured on the standard test piece C, D or E shall not be less than 50.
The bending test-pieces should withstand being bent, without fracture, through an angle of 60o if the tensile strength is between 35 and 40 tons per square inch, and, in the case of other castings, through an angle of 90o but, if they are required to be of the superior quality previously referred to, the angle should not be less than 120o.
The internal radius of the bend in each case should not be greater than one inch.
All steel castings should be thoroughly annealed at a uniform temperature, and should be allowed to cool down prior to removal from the annealing furnace; and, if subsequently heated, should again be similarly annealed, if required by the surveyor.
Tensile and bending tests should be made in the surveyor’s presence from specimens selected by him in the following proportion, from the tubes made from each charge—
Tubes up to and including 4 inches in diameter: 1 in 40 or part thereof.
Tubes above 4 inches up to and including 5 inches in diameter: 1 in 10 or part thereof.
Tubes above 5 inches up to and including 7 inches in diameter: 1 in 6 or part thereof.
Tubes above 7 inches in diameter: 1 in 4 or part thereof.
The tensile strength should not exceed 28 tons per square inch, and the elongation should not be less than 20 per cent in a length of 8 inches, or 18 per cent if the thickness of the tubes is less than 1/4 of an inch.
Tensile and bending tests should be made from the plates from which the tubes are made. The ultimate strength of the material should not exceed 28 tons per square inch, with an elongation of 25 per cent on a length of 8 inches for material 3/8 inch in thickness and upwards. The elongation of material under 3/8 inch in thickness may be 3 per cent less than 25 per cent for each one-eighth of an inch below 3/8 inch in the thickness.
The seams shall be welded by hammering or rolling the joint. To ensure that the process of welding is satisfactory the scrap ends, or two rings cut from the scrap ends of each tube welded, shall be closed in to one-half the internal diameter of the pipe without fracture of the weld when on the major and minor axis of the closed-in rings respectively. When considered necessary check tensile tests should be made and the tensile strength across the weld should not be less than 20 tons per square inch.
No special tests of material are required but the surveyor should be satisfied that iron of suitable quality is used.
The seams shall be welded by hammering the joint. To ensure that the process of welding is satisfactory the scrap ends, or two rings, cut from the scrap ends of each tube welded should be closed in to one-half the internal diameter of the pipe without fracture of the weld when on the major and minor axis of the closed-in rings respectively.
On completion of any work which involves heating, whether for welding on flanges, hot bending the pipe, or for any other purpose, the pipe shall be carefully annealed.
The hydraulic tests of all steam pipes to three times the working pressure and feed pipes to four times the boiler pressure should be witnessed by the surveyor on completion of the pipes, that is after they have been bent to shape and the flanges have been secured in position. The pipes should be well hammered at the welds while under the hydraulic test.
The material is to be tested in the transverse direction and one tensile and one cold bend test is to be made from each tube.
The transverse tensile strength of the material should not exceed 36 tons per square inch and be such that the factor of safety of the completed air bottle is not less than four. The elongation measured on a length of 8 inches, or 5 inches should not be less than 18 per cent or 21 per cent respectively.
The bend test piece should withstand, without fracture, being bent 180° over an internal radius of 1 1/2 times the thickness of the test piece.
The tensile test piece may be straightened hot and subsequently annealed with the tube and the bend test piece, and it may be machined to a uniform thickness. Surface defects may be removed from each side of the bend test piece.
The completed bottles shall be tested by hydraulic pressure to twice the maximum working pressure.
All steel used in the construction of boilers must be tested and conform to the Ministry of Shipping’s requirements, or to the B.E.S.A. whichever may be applicable.
Steel plates subject to a direct tensional stress are not to be welded except where the weld is covered by a butt strap or straps, but on small steam domes where the welding is done by hammer and the plates do not exceed 1/2 inch in thickness, the straps may be omitted by special permission. The strength of the weld shall be assumed to be 50 per cent of that of the solid plate. All plates which are welded, dished, flanged or locally heated are to be afterwards efficiently annealed.
Butt straps must be cut from plates and not from rolled strip.
All rivet holes must be drilled “fair”, and as far as possible they should be drilled in place. After drilling the plates the plates separated and the burrs should be removed, the faying surfaces of the plates cleaned, and the sharp outer edges of holes removed also.
The end plates in the steam spaces in the way of uptakes are to be shielded from contact with the hot gases.
All boilers, main or auxiliary, should have, when possible, means for ingress whereby examination and cleaning of the inner surfaces of plates and tubes exposed to flame may be thoroughly effected. When boilers are too small to permit of this, there must be mudholes and sightholes sufficiently large and numerous to permit of the inside being satisfactorily cleaned and inspected as far as possible.
Vertical boilers having cross tubes must have a sighthole in the shell opposite one end of each tube sufficiently large to examine and clean it. The doors of these sightholes must be in positions accessible for that purpose.
The maximum pitch of the rivets in the longitudinal joints of boiler shells is to be—
Maximum pitch in inches C × T + 1 5/8 inches,
where T is the thickness of the plate in inches and C is a co-efficient as given in the following table—
| Number of Rivets per pitch | Coefficients for Lap Joints | Coefficients for Double Butt-strapped Joints |
| 1 | 1.31 | 1.75 |
| 2 | 2.62 | 3.50 |
| 3 | 3.47 | 4.63 |
| 4 | 4.14 | 5.52 |
| 5 | — | 6.00 |
The clear space between a rivet hole and the edge of a plate should not be less than the diameter of the rivet hole, that is, the centre of the rivet hole should be at least 1 1/2 diameters distant from the edge of the plate.
In zig-zag riveted joints, whether lapped or fitted with butt straps, in which there is an equal number of rivets in each row, the distance between the rows should be not less than 0.33 p + 0.67 d.
In chain riveted joints, whether lapped or fitted with butt straps, in which there is an equal number of rivets in each row, the distance between the rows should be not less than 2 d.
In zig-zag riveted joints in which the number of rivets in a row is one-half of the number in an adjacent row, the distance between the rows should be not less than 0.2 p + 1.15 d. The distance between rows in which there are full number of rivets should be not less than 0.165 p + 0.67 d.
In chain riveted joints in which the number of rivets in a row is one-half of the number in an adjacent row, the distance between the rows should be not less than 0.33 p + 0.67 d or 2 d, whichever is the greater. The distance between rows in which there are the full number of rivets should be not less than 2 d.
| In the above | p = pitch of the rivets in the outer rows, |
| d = diameter of the rivet holes. |
The outer butt strap of a longitudinal seam should be of sufficient thickness to permit of efficient caulking, and it should have an effective strength not less than 5/8 ths that required for the shell plate.
Where the number of rivets at the edges of the shell plate is double the number at the edges of the butt straps, then:
| TB | = | 5 | (p - d) | T | |||
| 8 | (p - 2d) | ||||||
| where | T | = | thickness of shell plate in inches, | ||||
| TB | = | thickness of outer butt strap in inches, | |||||
| p | = | pitch of rivets in outer rows at edges of butt strap in inches, | |||||
| d | = | diameter of rivet hole in inches. | |||||
The inner butt strap should be 1/8 inch thicker than the thickness required for the outer butt strap.
The percentage of strength of a riveted joint is found from the following formulae (I), (II), (III): (I) and (II) are applicable to any type of joint; (III) is applicable only to joints in which the number of rivets in inner rows is double that in the outer row. The lowest value given by the application of these formulae is to be taken as the percentage of strength of the joint.
| (I) | Percentage of strength of plate at joint ’ as compared with solid plate | ｝ | = | 100 (p - d) |
| p |
| (II) | Percentage of strength of rivets as compared with the solid plate | ｝ | = | 100 (S2 a n C) |
| S1 p T |
| (III) | Percentage of combined strength of the plate at the inner row of rivet holes and of the rivets in the outer row | ||||
| = | 100 (p - 2d) | + | 100 (S2 a C) | ||
| p | S1 p T | ||||
| where | p = | pitch of rivets at outer rows in inches, |
| d = | diameter of rivet holes in inches, | |
| a = | sectional area of one rivet in square inches, | |
| n = | number of rivets which are fitted in the pitch p, | |
| T = | thickness of plate in inches, | |
| C = | 1.0 for rivets in single shear as in lap joints, | |
| C = | 1.875 for rivets in double shear as in double buttstrapped joints, | |
| S1= | minimum tensile strength of plates in tons per square inch, | |
| S2= | shearing strength of rivets, which is taken generally to be 23 tons per square inch, and may be 85 per cent of the minimum tensile strength of the rivet bars. |
The riveting of the seams joining the end plates to the cylindrical shell shall be not less than 42 per cent of that of the solid plate. Where the plates exceed 5/8 inch in thickness the seams connecting the shell plates to the end plates are to be double riveted.
The circumferential seam at or near the middle of the length of single-ended boilers should have a strength of joint not less than 60 per cent of the solid plate. The inner circumferential seams of double-ended boilers should have a strength of joint not less than 62 per cent of the solid plate. In any case there shall be three rows of rivets when single-ended boilers have shell plates over 1 3/8 inches in thickness and when double-ended boilers have shell plates over l 3/16 inches in thickness. Where the shell plates exceed 1/2 inch in thickness the intermediate circumferential seams of double-ended boilers are to be at least double riveted.
The circumferential seams in the shell of a vertical boiler should not be less in strength than 42 per cent that of the solid plate. When the seams are not complete circles, and when the plates exceed 5/8 inch in thickness they shall be double riveted.
Manholes in cylindrical shells must have their shorter axes arranged longitudinally.
Where the cylindrical shell is cut for a manhole, compensation must be provided and must be such that the strength in way of the hole is not less than that required for the longitudinal joint. Similarly if holes are cut in the cylindrical shells of boilers for fixing of mountings, the diameters of the holes being greater than 2 1/2 times the thickness of the shell plating plus 2 3/4 inches, compensation must be fitted.
The neutral part of boiler shells under steam domes should, if required, be efficiently stayed.
When more than three screw stays pierce the cylindrical shell in a horizontal line, if d is their diameter and p the pitch, 100 (p - d) p should not be less than the percentage of strength required for the shell longitudinal joints. If this is not possible, the stays must be arranged out of line with one another longitudinally.
For steel cylindrical shells the maximum working pressure to be allowed shall be calculated from the following formulae—
If the thickness of the shell plates does not exceed 1 3/4 inches
| W.P.＝ | (t -2) × S × J | ||
| C × D |
If the thickness of the shell plates exceeds 1 3/4 inches and double butt straps are fitted
| W.P.＝ | t × S × J | ||
| 2.85 × D |
| Where | W.P. | = | the working pressure in lbs. per square inch, |
| t | = | the thickness of the shell plates in 32nds of an inch, | |
| S | = | the minimum tensile strength of the steel shell plates in tons per square inch, | |
| J | = | the percentage of strength of the longitudinal seams calculated by the methods of paragraph 183 | |
| C | = | a coefficient, which is 2.75 when the longitudinal seams are made with double butt straps; 2.83 when the longitudinal seams are made with lap joints and are treble riveted; 2.9 when they are made with lap joints and are double riveted, and 3.3 when they are made with lap joints and single riveted, | |
| D | = | the inside diameter of the outer strake of plating of the cylindrical shell measured in inches. |
N.B.: The Factor of Safety must be in no case less than 4. (E.R. 2 of 2021)
The working pressure on tube plates forming portions of cylindrical drums of water tube boilers shall be:
| W.P.＝ | (t - 4) × S × J | ||
| 3 × D |
| Where | W.P. | = | the working pressure in lbs. per square inch, | |
| D | = | the internal diameter of the drum in inches, | ||
| t | = | the thickness of tube plates in 32nds of an inch, | ||
| S | = | the minimum tensile strength of the plate forming the drum in tons per square inch, | ||
| J | = | the percentage of strength of the plate through the tube holes, namely: | ||
| p - d | × 100 | |||
| p | ||||
| p | = | the pitch of the tubes in inches on lines parallel with the axis of the drum, | ||
| d | = | the diameter of the tube hole in inches. | ||
When vertical boilers have a nest or nests of horizontal tubes so that there is direct tension on the tube plates due to the vertical load on the boiler ends or to their acting as horizontal ties across the shell, each alternate tube in the outer vertical rows of tubes must be a stay tube, and the thickness of the tube plates and the spacing of the tubes must be such that the section of metal taking the load is sufficient to keep the stress within that allowed on the shell plates, that is:
| W.P.＝ | (t - 2) × S × J | ||
| 2.9 × D |
| Where | W.P. | = | the working pressure in lbs. per square inch, | |
| S | = | the minimum tensile strength of the steel plate in tons per square inch, | ||
| t | = | the thickness of the tube plate in 32nds of an inch, | ||
| D | = | twice the radial distance of the centre of the outer row of tube holes from the axis of the shell in inches, | ||
| J | = | the percentage strength of the plate through the tube holes, that is: | ||
| p - d | × 100， | |||
| p | ||||
| p | = | the vertical pitch of tubes, | ||
| d | = | the diameter of the tube hole in inches. | ||
: The tube plates between the stay tubes must be in accordance with the rules for tube plates (see paragraph 191). (E.R. 2 of 2021)
When the end is a hemisphere without stays:
| W.P. = | (t - 2) × S × J | ||
| C × R |
| Where | W.P. | = | the working pressure in lbs. per square inch, | |
| t | = | the thickness of plates in 32nds of an inch, | ||
| S | = | the minimum tensile strength of the plates in tons per square inch, | ||
| J | = | the minimum strength of riveted joints per cent of solid plate, | ||
| R | = | inner radius of curvature in inches, | ||
| C | = | { | 3.3 for single riveting. | |
| 2.9 for double riveting. | ||||
| 2.83 for treble riveting. | ||||
The working pressure on the ends of steam chests, etc., except Air Receivers (see paragraph 277), dished to partial spherical form is to be obtained from the following formula—
| W.P.＝ | 15 × S × (t - 1) | ||
| R |
| W.P. | = | the working pressure in lbs. per square inch, | |
| t | = | the thickness in 32nds of an inch, | |
| R | = | the inner radius of curvature of the end in inches which shall not exceed the diameter of shell, | |
| S | = | the minimum tensile strength of plate in tons per square inch. |
The inside radius of curvature at the flange must not be less than four times thickness of the end plate and in no case be less than 2.5 inches.
When the end has a manhole in it, the thickness of the plate must be increased by 1/8 inch, and the total depth of flange of the manhole from the outer surface in inches is to be at least:
T × w
| where | T | = | the thickness of the plate in inches, |
| w | = | the minor axis in inches. |
Where the plates are supported by stays passing through them and are fitted with nuts inside and washers and nuts outside, the diameter of the washers being at least 3.5 times that of the stay, and their thickness at least two-thirds that of the plate:
| W.P. = | 100 | [ | (t - 1)2 + 0.15 t w 2 | ] | ||
| a2 + b2 | ||||||
Where the washers have a diameter of at least two-thirds of the pitch of the stays, a thickness of at least two-thirds of the thickness of the plate, and are riveted to the plate in an efficient manner:
| W.P. = | 100 | [ | (t - 1)2 + 0.35 t w 2 | ] | ||
| a2 + b2 | ||||||
Where the plate is stiffened by strips at least two-thirds of the pitch of the stays in breadth and have a thickness of at least two-thirds of that of the plate, and are riveted to the plate in an efficient manner:
| W.P. = | 100 | [ | (t - 1)2 + 0.55 t w 2 | ] | ||
| a2 + b2 | ||||||
Where the plate is fitted with a doubling plate having a thickness at least two-thirds that of the plate and riveted to it:
| W.P. = | 100 | [ | (t - 1)2 + 0.85 t w 2 | ] | ||
| a2 + b2 | ||||||
Where flat plates are supported by screwed stays without large washers or doubling plates:
| W.P. = | C (t - 1)2 | ||
| a2 + b2 |
If steel of less tensile strength than 26 tons per square inch is used the working pressure allowed shall be correspondingly reduced.
In the formulae of this section:
| W.P. | = | the working pressure in lbs. per square inch, | |
| t | = | the thickness of the flat plate in 32nds of an inch, | |
| tw | = | the thickness of the washers, strips, or doublings employed in 32nds of an inch, with a maximum value t, | |
| a | = | the distance apart of the rows of stays in inches, | |
| b | = | the pitch of the stays in the rows in inches. |
(Note: Where the stays are irregularly pitched d2 is to be taken instead of a2 + b2, where d is the diameter of the largest circle which can be drawn through any three points of support without enclosing another point of support.) (E.R. 2 of 2021)
C = a coefficient which varies with the method of fixing the stays as follows—
| Stays screwed into the plate and ends riveted over. | { | ||
| Plate exposed to flame | C = 50 | ||
| Plate not exposed to flame | C = 57 | ||
| (Note: When this type of stay is used the thickness of the plate must be at least one-half the diameter of the stay measured at the bottom of the thread.) (E.R. 2 of 2021) | |||
| Stays screwed into the plate and fitted with nuts on the outside. | { | ||
| Plate exposed to flame | C = 75 | ||
| Plate not exposed to flame | C = 86 | ||
| Stay tubes screwed into the plate and expanded. | } | Plate not exposed to flame | C = 52 |
| Stay tubes screwed into the plate, expanded and fitted with nuts. | } | Plate not exposed to flame | C = 72 |
| Stays passing through the plate and fitted with nuts on both sides of the plate. | } | Plate not exposed to flame | C = 96 |
| Plate with flange, the inner radius of which is not greater than | { | Plate exposed to flame | C = 96 |
| 2 1/2 times the thickness of the plate. | Plate not exposed to flame | C = 100 |
With flanged plates the point of support is to be taken on the commencement of curvature from the flat plate. Where parts of plates are supported in different ways, the value of C will be the mean of the values appropriate to the method of support at the various points.
For the tops and sides of combustion chambers the distance between the rows of stays nearest to the back tube plate or the back plate respectively and the commencement of curvature of these plates at their flanges shall not be greater than a. Where the tops of combustion chambers are jointed to the sides by curved portions, if the outer radius of the curved portion is less than half the allowable distance between the girders, the distance between the first girder and the inner surface of the side plate should not exceed the allowable distance between the girders. If the radius of the curved portion is greater than half the allowable distance between the girders, the width of the flat portion measured from the centre of the girder should not be more than half the allowable distance between the girders.
Nuts should not be fitted to stay tubes at the combustion chamber end, and if fitted no allowance will be given in respect of them.
For the portions of back and front tube plates in the nests of tubes,
| W.P. = | C (t - 1)2 | ||
| p2 |
| where | W.P. | = | the working pressure in lbs. per square inch, |
| t | = | the thickness of the tube plate in 32nds of an inch, | |
| p | = | the mean pitch of the stay tubes supporting any portion of the plate (being the sum of the four sides of the quadrilateral divided by four), | |
| C | = | 38 when stay tubes are screwed and expanded into tube plates and no nuts are fitted, | |
| C | = | 49 when stay tubes are screwed and expanded into front tube plates and are fitted with nuts. |
For the wide water spaces of tube plates between the nests of tubes and between the wing rows of tubes and the shell,
| W.P. = | C[ (t - 1)2 + 0.55 t w 2 ] | ||
| a2 + b2 |
| where | W.P. | = | the working pressure in lbs. per square inch, |
| t | = | the thickness of the front tube plate in 32nds of an inch, | |
| tw | = | the thickness of the doubling plate, when so fitted in 32nds of an inch, | |
| a | = | the horizontal pitch of stay tubes in inches measured across the wide water space from centre to centre, | |
| b | = | the vertical pitch of stay tubes in the bounding rows, in inches, measured from centre to centre, | |
| C | = | 52 when the stay tubes are screwed and expanded into the front tube plate and no nuts are fitted, | |
| C | = | 72 when the stay tubes are screwed and expanded into the front tube plates, and nuts are fitted to each stay tube, | |
| C | = | 63 when the stay tubes are screwed and expanded into the front tube plates, and nuts are fitted only to alternate stay tubes, | |
| C | = | 45 for each of the foregoing conditions when there are wide spaces in the back tube plate exposed to flame. |
When a flat plate is flanged to stiffen it at a manhole or sight hole, to permit the same working pressure as would be allowed upon an unpierced plate, the depth of the flange measured from the outer surface is to be at least equal to:
T × w
| where | T | = | the thickness of the plate in inches, |
| w | = | the minor axis of the hole in inches. |
The working pressure allowed on plain furnaces strengthened by Adamson or other joints, and on the cylindrical bottoms of combustion chambers, is determined by the following formulae, the lesser pressure obtained being allowed—
| W.P. = | C (t - 1)2 | ||
| (L + 24) × D |
| W.P. = | C1 | ×[10 (t - 1) - L] | |
| D |
| where | W.P. | = | the working pressure in lbs. per square inch, |
| D | = | the external diameter of the furnace or combustion chamber bottom in inches, | |
| t | = | the thickness of the furnace plate in 32nds of an inch, | |
| L | = | the length in inches of the furnace or combustion chamber bottom between points of substantial support, measured from the centres of rivet rows or from the commencement of flange curvature, whichever is applicable, | |
| C | = | 1450 where the longitudinal seams are welded and 1300 where they are riveted, | |
| C1 | = | 50 where the longitudinal seams are welded and 45 where they are riveted. |
When plain vertical furnaces are tapered, the diameter to be taken for calculation purposes shall be the mean of that at the top and at the bottom where it meets the substantial support from flange or ring. The length for the same purpose shall be the distance from the centre of the row of rivets connecting the crown to the body of the furnace to the substantial support at the bottom of the furnace, or to a row of screwed stays connecting the furnace to the shell, provided the pitch of stays at the furnace does not exceed 14 times the thickness of the furnace plate when the stays are riveted at their ends, and 16 times when they are fitted with nuts. Such screwed stays must be in diameter over the threads not less than 2.25 times the thickness of the furnace plate.
Machine made furnaces of the Fox, Morison or Deighton corrugated types, manufactured by The Leeds Forge Company, John Brown & Co., Sheffield, The Deighton Patent Flue and Tube Co., Leeds, Wm. Beardmore & Co., Glasgow, Broomside Boiler Works Co., Ltd., (Morison & Deighton Furnaces), John Marshall & Co., Motherwell, Thomas Piggott & Co., Birmingham, and John Thompson, Wolverhampton; of the Purves ribbed and grooved type, or Brown’s cambered type, manufactured by John Brown & Co., Sheffield; and the Bulb Suspension furnace manufactured by the Leeds Forge Company; provided they are practically true circles, may be allowed the working pressure found by the following formula—
| W.P. = | C (t × 1) | ||
| D |
| where | W.P. | = | the working pressure in lbs. per square inch, |
| D | = | the external diameter measured at the bottom of the corrugations in inches, | |
| t | = | the thickness of the furnace plate in 32nds of an inch, measured at the bottom of the corrugation or camber, | |
| C | = | 480 for the Fox, Morison, Deighton, Purves, and similar furnaces, and 510 for the Leeds Forge Bulb Suspension furnace. |
The shape and dimensions of the corrugated furnaces of the usual withdrawable types with bottle necks should be in accordance with the specifications of the British Engineering Standards Association, which are in close agreement with these Regulations.
The more important dimensions are stated approximately below, but reference should be made to the specifications mentioned for detailed dimensions of furnaces of the Fox, Morison, Deighton, and Bulb Suspension types.
In all corrugated furnaces the external diameter at the mouth is given as 1/2 inch more than the external diameter of the top of the corrugations, and 3 1/2 inches more than the external diameter at the bottom of the corrugations in Fox, Morison and Deighton Furnaces; and 5 inches more than the external diameter at the bottom of the corrugations in Bulb Suspension furnaces.
The pitch of the corrugations is 8 inches, except in the case of the Fox furnace in which the pitch is 5 inches.
The distance from the centre line of the rivets in the mouth, to the beginning of the first corrugation should not exceed 9 inches, and the distance from the water side of the back tube plate to the nearest corrugation should not exceed 10 1/2 inches.
The set up of the conical neck at the bottom should not exceed about 7 1/4 inches measured vertically from the top of the corrugations to the outside of the plate in the neck, and the vertical internal axis should not exceed the horizontal axis by more than 14 1/2 per cent in Fox, Morison, and Deighton types of furnaces and 12 1/2 per cent in the Bulb Suspension furnace.
When the furnaces are spherical in form and convex upwards at their tops, and are without support from stays of any kind,
| W.P. = | 275 (t - 1) | ||
| R |
| where | W.P. | = | the working pressure in lbs. per square inch, |
| t | = | the thickness of the top plate in 32nds of an inch, | |
| R | = | the outer radius of curvature of the furnace in inches. |
No furnace, plain or corrugated, shall exceed 13/16 inch in thickness.
For the ogee ring which connects the bottom of the furnace to the shell, and sustains the whole load on the furnace vertically,
| W.P. = | 140 (t - 1)2 | ||
| D × (D - d) |
| where | W.P. | = | the working pressure in lbs. per square inch, |
| t | = | the thickness of the ogee ring in 32nds of an inch, | |
| D | = | the inside diameter of the boiler shell in inches, | |
| d | = | the outside diameter of the lower part of the furnace where it joins the ogee ring. |
As the uptakes of haystack boilers are especially liable to injury from over-heating, unless careful precautions are taken while steam is being raised, the surveyor should in all cases endeavour to persuade makers and owners of such boilers to make the strength of the uptakes considerably in excess of that required for ordinary superheaters subject to external pressure.
The employment of Bowling rings is beneficial by adding to the strength as well as allowing for expansion, but if there is a difficulty in getting these fitted, hoops riveted to the uptake, although not so desirable as Bowling rings, may be employed to increase the resistance of the tubes against collapse. The use of Bowling rings with a moderate thickness of plate is better than the use of very thick plating.
The above applies to the uptakes of all boilers of this type, including ordinary vertical donkey boilers. When flaming coal is used, extra care is required, and extra strength absolutely necessary.
The working pressure on back tube plates between the tubes is obtained from the formula:
| W.P. = | 875 × | (D - d) × t | ||
| W × D |
| where | W.P. | = | the working pressure in lbs. per square inch, |
| t | = | the thickness of the tube plates in 32nds of an inch, | |
| D | = | the horizontal distance apart of the tubes, centre to centre in inches, | |
| d | = | the internal diameter in inches of the plain tubes, | |
| W | = | the width in inches of combustion chamber measured inside from tube plate to back chamber plate, or between tube plates in double-ended boilers with combustion chambers common to two opposite furnaces. |
Steel stays are not to be welded. If plus threads are desired, the ends of the stay bars may be upset or the bars may be drawn down in the central portions from bars originally of the size of the ends. In either of these two cases the bars must be subsequently annealed throughout.
Longitudinal stays should have threads in accordance with the British Standards Specification, true to pitch. Stays 2-inch in diameter and above passing through plates, and secured by nuts in each side of the plate should have not more than 6 threads per inch.
The working pressure allowed in the screwed portion of longitudinal stays with threads not coarser than 6 threads per square inch is obtained from:
| W.P. = | (d - 0.340)2 × 9500 | × | S | ||
| a | 28 |
The working pressure allowed on the unscrewed portion of all longitudinal stays, and on the screwed portion when the threads are coarser than 6 threads per square inch is obtained from:
| W.P. = | (d1 - 0.125)2 × 9500 | × | S | ||
| a | 28 |
| where | W.P. | = | the working pressure in lbs. per square inch, |
| d | = | the diameter of the stay over the thread, | |
| d1 | = | the diameter of the stay at the bottom of the thread, or at the smallest unscrewed part, | |
| a | = | the area in square inches supported by the stay, | |
| S | = | the minimum tensile strength of the steel in tons per square inch. |
N.B.: Notwithstanding the working pressure obtained from the above formulae, in no case must the stress exceed 393 × S; that is, 11,000 lbs. per square inch when steel of a minimum tensile strength of 28 tons per square inch is used. (E.R. 2 of 2021)
The nuts for longitudinal stays shall be of iron or solid mild steel and shall be to the British Standards appropriate to the diameters of the stays, the outside nut having the thickness therein provided for ordinary nuts, and the inside nuts having the thickness provided for lock nuts.
When jointed longitudinal stays are fitted between the front and back tube plates it is desirable that they should be fitted with pins having an effective sectional area 25 per cent in excess of that of the stay. The pins may be slack in the holes, the total slackness being not more than 1/16 inch. The pins must be as close as possible to the shoulder of the eye forging. The shoulder of the forging should be at least 1/2 inch wide all round, that is, the diameter at the shoulder must be not less than the diameter of the hole plus 1 inch.
In double-ended boilers the through longitudinal stays must be supported at or near the middle of their length.
Screw stays should have threads in accordance with the British Standards Specification, true to pitch. Stays 1 1/4 inches in diameter and above should have 9 threads per inch.
The working pressure allowed on screw stays with threads not coarser than 9 threads, made of steel or special wrought iron which has been tested in accordance with the requirements of paragraph 160 is obtained from:
| W.P. = | (d - 0.267)2 × 8250 | ||
| a |
| where | W.P. | = | the working pressure in lbs. per square inch, |
| d | = | the diameter of the stay over the thread in inches, | |
| a | = | the area in square inches supported by the stay. |
N.B.: Notwithstanding the pressure obtained from the formulae, in no case must the stress exceed 9,000 lbs. per square inch. (E.R. 2 of 2021)
Nuts to screw stays in combustion chambers shall be of solid mild steel or of iron, and the latter must be without weld when exposed to flame. They shall be not less than 3/4 inch thick for stays up to 1 1/2 inches diameter over threads, 7/8 inch thick for 1 5/8 and 1 3/4 inch stays, 1 inch thick for 1 7/8 and 2 inch stays, and 1 1/8 inches thick for stays over 2 inches in diameter.
It is desirable that combustion chamber stays when fitted with nuts should be so placed that the seams of the plates can be caulked without removing the nuts. The stays should be normal to the chamber plates, and when this is not possible they must be fitted with taper washers to provide a fair bed for the nuts.
It is desirable that the threads of screw stays be turned off between the parts fitted into the plates, and that the outer ends of screw stays should have a hole 3/16 inch diameter drilled axially to a distance 1/2 inch beyond the inner face of the shell or end plates.
On stay tubes, whether of wrought iron or of lap-welded steel, a working stress of 7,500 lbs. per square inch of the net sectional area at the bottom of the thread is permitted.
Stay tubes are to be screwed at both ends with continuous threads, and the holes in the tube plates are to be tapped with continuous threads. The thread should not be finer than 10 threads per inch. It is desirable, however, that they should be screwed to the standard 9 threads per inch and this should be the rule. The stay tubes are to be expanded by roller expanders and not made tight by caulking.
The minimum thickness of stay tubes measured under the threads shall be 1/4 inch for marginal stay tubes and 3/16 inch for other stay tubes. If stay tubes are required to have their thickness increased at the screwed ends so that the thickness at the bottom of thread is practically the same as in the body of the tube, the thickening is to be attained by upsetting and not by any welding process, and the tubes are to be annealed after the upsetting.
For girders supporting the tops of combustion chambers the following formula is to be used—
| W.P. = | C × d2 × t | × | S | ||
| (L - P) × D × L | 28 |
| where | W.P. | = | the working pressure in lbs. per square inch, | ||
| d | = | the depth of the girder at centre in inches, | |||
| t | = | the effective thickness of the girder at centre in 32nds of an inch, | |||
| L | = | the length in inches, measured between the tube plate and back chamber plate inside, or between tube plates in chambers common to two opposite furnaces, | |||
| P | = | the pitch of stays supported by the girder, in inches, | |||
| D | = | the distance apart of the girders, centre to centre, in inches, | |||
| S | = | the minimum tensile strength of the steel plates forming the girder, in tons per square inch. In the case of forged girders S is to be taken as 24 for iron and 28 for steel, | |||
| C | = | { | n | × 495 when n is odd, | |
| n + 1 | |||||
| n | × 495 ,, n ,, even, | ||||
| n + 1 | |||||
| n | = | number of stays in a girder. | |||
The following table may be worked to for the working pressure allowed on plain iron or steel smoke tubes—
| Outside diameter in inches | Standard Thicknesses in L.S.G. | Suitable for Working Pressures of Lbs. per Square Inch | ||||||
| Inches | A | B | C | D | A | B | C | D |
| 2 | 11 | 10 | 9 | 155 | 215 | 300 | ||
| 2 1/4 | 11 | 10 | 9 | 8 | 140 | 190 | 260 | 315 |
| 2 1/2 | 11 | 10 | 9 | 8 | 125 | 175 | 230 | 300 |
| 2 3/4 | 11 | 10 | 9 | 8 | 110 | 160 | 215 | 275 |
| 3 | 10 | 9 | 8 | 7 | 140 | 190 | 250 | 300 |
| 3 1/4 | 10 | 9 | 8 | 7 | 130 | 180 | 230 | 280 |
| 3 1/2 | 10 | 9 | 8 | 7 | 120 | 165 | 215 | 260 |
Cast-iron doors should not be passed. The doors to manholes, mudholes, and sightholes must be built up or pressed to shape and annealed, or made from one thickness of plate with a machined recess for the jointing material. The spigot part or the recess must not have a greater clearance than 1/16 inch all round, that is, the axes of the doors must not be less than those of the hole in which they are fitted by more than 1/8 inch.
The studs of all large doors, and doors fitted to shells and end plates, should be screwed through the plate, and be fitted with nuts on the inside, or bolts may be used screwed through the plate with the heads inside.
Water-tube boilers shall, as regards construction, and the quality and tests of the material used in their construction, comply with the general rules laid down for cylindrical boilers, except as hereinafter specified; and they shall be so designed as to ensure water circulation over every part of surfaces exposed to flame when working under service conditions.
The tubes of water-tube boilers which connect the drums or headers, and are the means for circulating the water when generating steam, are to be set at an inclination of not less than 15 degrees from the horizontal. But in the case of boilers where each tube is in series with one or more tubes so as to form a continuous run, the inclination may be 5 degrees and upwards.
It is desirable that provision should be made in the design so that solid matter in the water can be deposited automatically without danger arising from such matter collecting on parts exposed to heat.
Where the bottom of the steam drum is exposed to radiation from the fire, or to the impact of hot gases, and it is not protected by the tubes, a shield of good refractory material whose conductivity is low is to be fitted, or the tube plate is to be suitably thinned at this part.
The longitudinal joints of the cylindrical drums of water-tube boilers, the internal diameters of which are less than 100 times the thickness of the plating at the joints, shall not be of the ordinary riveted lapped type, but shall be such as to maintain internal circularity of section.
Where the tube plates are reduced in thickness for the purpose of jointing either by lapping or by the fitting of butt straps, or in order to receive the drum end flanges, such reductions shall be gradual and carefully machined to size.
In all the drums, manholes are to be provided of such size as to permit of access for internal examination and for the satisfactory fitting of all the tubes in place.
The working pressure on cylindrical drums shall be obtained from the formulae of paragraph 187.
Specification for hollow forged drums for boilers:
Process—The Steel to be made by the Open Hearth Process.
Discard—Sufficient discard shall be made from the top and bottom of each ingot to ensure soundness in the portion used for forging.
Forging—The forging shall be made from a solid cast ingot, punched, bored or trepanned. The resultant wall of ingot shall be reduced in thickness by at least one-half in the process of forging.
Heat Treatment and Testing—Sufficient material shall be left on each end of each forging to enable transverse tests to be taken. These tests to consist of one tensile and one bend test from each end. In the case of open-ended drums the test material shall not be parted off before heat treatment, but if the drums are closed in the test rings may be parted prior to this operation; subsequently the test rings and the forging shall be simultaneously normalised or annealed in the same furnace.
Length of Forging—The total length of each forging shall not exceed 60 feet, and the maximum difference in the tensile strength at each end of each forging shall not exceed 4 tons per square inch.
Mechanical Tests—The forging shall conform to the following requirements—
Tensile strength 28 to 40 tons per square inch. Elongation 29% to 17% on British Standard Test Piece “C” or “D” as approved. Elongation plus maximum stress not less than 57.
Bend Test: Test pieces l” × 3/4” to be capable of being bent cold through an angle of 180°, the internal radius of the bend being not greater than that specified below—
| Up to 32 tons per square inch | 1/4” |
| Above 32 tons and up to 36 tons | 3/8” |
| Above 36 tons and up to 40 tons | 5/8” |
Retesting—Should either a tensile or bend test fail, two further specimens may be tested and if the results obtained from both are satisfactory the forging shall be accepted. In the event of either or both retests failing, the forging can be again heat treated and represented for test. (E.R. 2 of 2021)
These may be of wrought steel, or of cast steel (British Engineering Standards Grade B or C), or of such other material as may be approved.
The sighting hole doors must be substantial and capable of being removed and replaced from time to time without loss of efficiency or safety. Where they are held in place by bolts, the doors must be so designed that they will not blow out in the case of the breakage of the bolt or otherwise.
Every flange on a header shall have a fillet with a radius not less than the thickness of the neck to which it is attached.
Where flat surfaces of headers or similar parts are not pierced for tubes, the thickness of such parts shall not be less than that given by the following—
| t = b | W.P. C | + 3 | ||
| where | W.P. | = | the working pressure in lbs. per square inch, | |
| t | = | the thickness in 32nds of an inch, | ||
| b | = | the breadth in inches of the flat surface measured from support to support inside, | ||
| C | = | a factor which for wrought steel shall be 81; for steel castings Grade B or C 64. | ||
The thickness of the headers at the tube holes in 32nds of an inch shall be not less than
| t = 3 d + 8 | |||
| where | d | = | the diameter of the hole in inches. |
The headers in way of the sighting doors must be machined to give true and fair faces for the doors to joint upon. The thickness where machined may be as much as 3/32 inch less than given by the above rule, but generally it must not be less than 10/32 inch.
All headers exposed to radiation from the fire, or to the impact of hot gases, and which have only steam within them under service conditions, as is the case with superheaters, shall have their thickness 12.5 per cent greater than that given by the above formula.
The tubes shall as regards quality and tests comply with the requirements of paragraph 162.
All tubes shall be carefully drifted or roller expanded in the holes in the tube plates. They shall project through the neck or bearing part in the holes by at least a quarter of an inch. They shall be secured from drawing out at each end, and if this is done only by bellmouthing, the bellmouthing should be 1/32 inch for each inch in external diameter plus 2/32 inch. That is the increase of diameter at the outer end of the bellmouth for a tube 1 inch in diameter will be 3/32 inch, while for a 2 inch tube it will be 4/32 inch, and for a 3 inch tube 5/32 inch.
The tube holes in the tube plates of Drums, Pockets, or Headers must be formed in such a way that the tubes can be effectively tightened in them. When the tube ends are not normal to the tube plates, there shall be a neck or belt of parallel seating of at least 1/2 inch in depth measured in a plane through the axis of the tube at the holes.
Where the tubes are practically normal to their plates, this parallel seating shall not be less than 3/8 inch in depth.
The minimum thickness of tubes for pressures up to 250 lbs. per square inch shall be determined by the following—
| t = | W.P. d | + 7 | |
| F |
| where | W.P. | = | the working pressure in lbs. per square inch, |
| d | = | the external diameter in inches, | |
| t | = | the thickness in 100ths of an inch. |
For the two rows of tubes next the fire and round the gaps formed in the nests of tubes for the outflow of the hot gases from the fire, F = 55. For all the other tubes F = 75.
The minimum thickness of tubes for pressure above 250 lbs. up to 650 lbs. per square inch and a designed steam temperature not exceeding 750°F. shall be determined by the following—
For the two rows of tubes next to the fire and round the gaps formed in the nests of tubes for the out-flow of hot gases from the fire,
| t = | d | (W.P. + 400) + 9 | |
| 200 |
for all other tubes including super-heater tubes:
| t = | d | (W.P. + 400) + 6 | |
| 200 |
| where | W.P. | = | the working pressure in lbs. per square inch, |
| d | = | the external diameter of tube in inches, | |
| t | = | the thickness in 100ths of an inch. |
The maximum thickness of any tube shall not exceed 1 S.W.G. (0.3 inch).
Downcomer tubes should be of solid drawn steel, and should as regards thickness and testing comply with the requirements for steam pipes.
In the case of vessels, new or old, in which it is proposed to fit arrangements for superheating the steam, full particulars of the proposed superheater and steam pipes should be submitted for consideration with as little delay as possible, and in no case should a declaration be issued until the arrangement has been sanctioned. A piping plan should be submitted.
The following rules contained in paragraphs 212 to 215, are laid down for the guidance of surveyors in ordinary cases in which the steam is not superheated to a temperature above 650oF. If higher temperatures are proposed the case will be specially considered. (E.R. 2 of 2021)
The strength of cylindrical superheaters and the factor of safety are found in the same manner as in the case of the shells of cylindrical boilers [paragraph 187(a)], but the applicable constant C should be increased in the proportion of 1.56:1 unless the heat or flame impinges at, or nearly at, right angles to the plate, when the constant should be increased in the proportion of 2.1:1.
When a superheater is constructed with a tube subject to external pressure, the working pressure should be ascertained by the rules given for circular furnaces (paragraph 193), but the constants should be reduced as 1:1.56.
In all cases the internal steam pipes should be so fitted that the steam in flowing to them, will pass over all the plates which have steam in contact with them, and are exposed to the impact of heat or flame.
The completed superheater should be tested in the Surveyor’s presence by hydraulic pressure to double the working pressure.
The headers should be of steel and comply with the requirements of paragraph 209 for the headers of water-tube boilers, and they should be suitably supported.
The minimum thickness of the heating tubes shall be determined from the formula:
| t | = | W.P. d | + 5 | ||
| 75 |
| where | W.P. | = | the working pressure in lbs. per square inch, |
| t | = | the thickness of the tubes in 100ths of an inch, | |
| d | = | the external diameter of the tube in inches. |
Where necessary the tubes should be suitably bell-mouthed in the headers to the extent required for the tubes of water-tube boilers.
The tubes should be solid drawn and comply with the requirements for the tubes of water-tube boilers (paragraph 162).
Clamps or dogs for securing the heating tubes in position should be made of wrought iron or steel, or of cast steel. If they are made of cast steel, the surveyor, after he has received notification as to the survey, should select indiscriminately from the number actually required for the job in hand about 5 per cent, and should submit them to a proof stress by screwing them up on studs similar in every respect to those ultimately used; and they should withstand without failure the stress due to a load of 112 lbs., applied at a leverage of two feet. One or two of the clamps should also be broken through in order that it may be judged whether the material is what it is purported to be, and not cast iron or malleable cast iron. If the surveyor is satisfied, he should then stamp his initials on all the clamps from which the representative selection was made, these marks being additional to those mentioned in paragraph 150.
The clamps may be stocked if desired, but, if this is done those included in each order and delivery from the steel-makers should be stored in a separate bin, and a record kept of (1) the name of the steel-makers, (2) the number, charges and identification marks of the articles and date of delivery, (3) the number and charges of the articles and date of dispatch after testing, and also (4) the name or job number of the vessel for which they are intended. Unless a special fee is paid, a proportion of the articles representative of the whole stock should not be tested by the surveyor, but each batch required for a certain job should be dealt with separately.
Clamps made of mild steel, as drop forgings, should be treated in a manner similar to that prescribed for cast steel clamps.
Studs for clamps should be so fitted that there is no danger of their becoming inadvertently unscrewed, and the surveyor should satisfy himself as to the suitable quality of the material by making a few bending tests.
After being finally erected at the port of survey, the completed superheaters should be tested, in the surveyor’s presence, by hydraulic pressure to double the working pressure for which they are approved.
Superheaters forming part of a water-tube boiler should comply with the requirements of boilers of that type as regards drums, headers, construction, and material.
The tubes which have only steam within them should be situated in a position shielded from direct radiant heat, and where only hot gases and not hot flame can impinge upon any part.
The working pressure on the tubes should not exceed that obtained from the formula of paragraph 210(d) for the upper tubes of water-tube boilers.
After being finally erected the completed superheater should be tested with, and to the same hydraulic pressure as the boiler of which it forms part.
Superheaters that can be shut off from the main boilers should be fitted with a statutory safety-valve of sufficient size, with easing gear workable from a convenient position.
Drains must in all cases be fitted to superheaters in which a collection of water in the bottom is possible, and suitable provision should be made to avoid overheating of the tubes when raising steam.
The pressure allowed on castings of good material should not exceed that obtained from the following formulae—
Cylindrical Shells.
| W.P. = | C (T - 1 8 ) | ||
| D |
Circular Flat Surfaces.
| W.P. = | C1 × T2 | ||
| D2 |
Square Flat Surfaces.
| W.P. = | C2 × T2 | ||
| S2 |
| where | W.P. | = | the working pressure in lbs. per square inch, |
| T | = | the thickness of the casting in inches, | |
| D | = | the diameter in inches, which for covers is the diameter of the pitch circle of the bolts, | |
| S | = | the length of side of the flat surface in inches. |
| Constant | Cast Iron | Gunmetal | Cast Steel |
| C | 4,000 | 6,000 | 10,400 |
| C1 | 24,000 | 30,000 | 52,000 |
| C2 | 16,000 | 20,000 | 34,700 |
| In vessels subject to water pressure only, the constant may be increased by 25 per cent. | |||
| (E.R. 2 of 2021) | |||
Except in every small castings the thickness of the material should not, as a rule, be less than 5/8 inch for cast iron, 3/8 inch for gunmetal, and 1/2 inch for cast steel.
Where there are large branches, doors, or other openings in the castings, the scantlings will require to be materially increased, and also provision should be made at the necks of branches and other parts to resist stresses not directly due to the internal pressure.
In calculating the strength of studs or bolts securing the covers of evaporators, feed heaters, feed filters, and other similar vessels, the calculated load on the cover should be found by multiplying the area of pitch circle by the working pressure, and the nominal stress allowed on the net section of the material of the studs, etc., should not exceed 7,000 lbs. per square inch in the case of iron, and 9,000 lbs. per square inch in the case of steel, the maximum allowance being permissible only when the diameter is 7/8 inch or more. When the studs or bolts are of a diameter less than 7/8 inch, the nominal stress allowed per square inch of net section should not exceed 6,000 lbs. in the case of iron, and 7,200 lbs. in the case of steel, owing to the relatively greater stress to which they are subject when the nuts are tightened. (E.R. 2 of 2021)
Studs or bolts securing covers which are required to be frequently removed should not be less than 7/8 inch in diameter.
Evaporators, generators, feed make-ups, etc., where the evaporation of the water under pressure is an essential feature, should be regarded as steam boilers, whether the evaporation is effected by heat from steam or any other source, and they should be examined by the surveyor on each occasion the vessel is surveyed for passenger certificate in the same manner as other boilers on board the vessel; and the particulars regarding them, their safety-valves, etc., should be recorded on the declaration in the same manner as is done in the case of other auxiliary boilers.
The strength, quality of material, and method of construction of such apparatus should, when made from rolled plates, be in accordance with the regulations for steam boilers. For moderate pressures, however, evaporators of the type usually fitted may be made of cast material, but in no case should the pressure exceed 15 lbs. per square inch when the main body of the apparatus is a single casting. Subject to this limitation and to the sanction of the Principal Surveyor of Ships for the use of such material in each particular case, evaporators made of cast-iron, or of gun-metal having a tensile strength of not less than 10 tons per square inch, may be allowed a working pressure not exceeding that found by the formulae of paragraph 216, provided the thickness is not less than 5/8 inch in the case of cast-iron, and 3/8 inch in the case of gun-metal, and the castings are in every way sound and to the surveyor’s satisfaction. (E.R. 2 of 2021)
When the ends are cast solid with the shell, there should be a substantial fillet all round inside, and when the ends are bolted, D, in the flat surface formula (paragraph 97), should be the diameter of the bolt circle. The flange should be of sufficient thickness and have a substantial fillet at the root all round.
Where baffle or dash plates are fitted below the steam domes of cast-iron evaporators, they should be easily removable for inspection of the dome.
The mountings, etc., for evaporators should, as a general rule, be similar to those required in the case of boilers on board passenger vessels, but a single safety-valve may be allowed, provided it is of sufficient size, and that the reduced orifice [sub-subparagraph (e)] is not, in any case, greater than would be allowed, for the same pressures, with a single valve 2 13/16 inches in diameter (that is, equivalent in area to two 2-inch valves). (E.R. 2 of 2021)
The steam inlet to the coils should have an orifice the size of which does not exceed that found by the following formula—
| d = | D n × p 6 × p | ||
| where | d | = | diameter of orifice in inches. |
| D | = | diameter of safety-valves in inches. | |
| n | = | number of safety-valves on evaporator. | |
| p | = | absolute pressure at which the evaporator is worked. | |
| P | = | absolute pressure of entering steam. | |
Where a reducing orifice is necessary to effect a reduction of area, it should be bored through brass or similar material, and should be parallel for a length of at least 1/4 inch; and every nozzle should be formed with a facing at the side, on which particulars regarding the safety-valves, their load, the maximum pressure of the entering steam, and the diameter of the orifice should be stamped, as shown by the following example—
2 S. V. DIA. 3”. LOAD 10 lbs. sq. in.
BOILER PRESS. 160 lbs.
REDUCED ORIFICE 21/32” DIA.
The shell and coils should be tested by hydraulic pressure to twice their respective working pressures, and on completion of the hydraulic tests the apparatus should be stamped in a conspicuous place with the test pressures applied to the shell and coils, the date, and the surveyor’s initials.
The spring-loaded safety-valves should be set to the working pressure, and tested for accumulation in accordance with the requirements of paragraph 233. The safety-valves should be tested for a period of five minutes under conditions of maximum evaporation with all other outlets closed, and the accumulation of pressure should not exceed 10 per cent of the working pressure.
Heaters, filters, etc., through which feed water passes from the pumps to the boilers should be constructed for a pressure 20 per cent in excess of the boiler pressure, and relief valves should be fitted in accordance with the requirements of paragraph 244(f). (E.R. 2 of 2021)
The completed apparatus should, where exposed to feed water, be tested by hydraulic pressure to twice the boiler pressure plus 20 per cent, and other parts to twice the working pressure. On the completion of the hydraulic test of a feed heater, feed filter, or other similar vessel which complies with the regulations and has been surveyed during construction, the surveyor, in order to afford means of identification, should stamp the apparatus in a conspicuous place, with the pressure applied to the shell, the pressure applied to the coils (if any), the date, and his initials.
A plan showing the main and auxiliary steam pipes should be submitted for consideration.
No pipe made from the electro-deposition of copper on a mandrel shall be used for steam, feed delivery, blow-off or scum.
Copper pipes shall not be used for superheated steam, nor for steam exceeding 180 lbs. per square inch pressure, when the internal diameter exceeds five inches. If subject to pressures over 75 lbs. per square inch they shall be solid-drawn.
The working pressure of copper pipes shall be determined by the following—
| W.P. = | (t - 3) × F | ||
| D |
| where | W.P. | = | the working pressure in lbs. per square inch of steam pipes, and the boiler pressure for feed pipes, |
| D | = | the internal diameter in inches, | |
| t | = | the thickness in 100ths of an inch, | |
| F | for solid-drawn steam pipes is 60, and for brazed 45, | ||
| F | for solid-drawn steam pipes is 48, and for brazed 36. | ||
NOTE: When copper pipes are to be bent they must be made thicker to provide for the thinning at the bend. In no case should the radius of curvature at the centre line of the pipe be less than twice the external diameter of the pipe. (E.R. 2 of 2021)
Copper pipes shall be annealed, and on completion and prior to being fitted in place shall be subjected to an hydraulic test. For feed delivery pipes the test pressure shall be 2.5 times the working pressure allowed on the boners, and on other pipes at least twice the working pressure.
Steam pipes may be made of wrought iron lapwelded, or of mild steel lapwelded or solid-drawn.
Feed pipes if made of steel should be solid-drawn cold-finished.
The working pressure allowed on pipes shall be determined by the following rules—
Solid-drawn cold-finished steam pipes (up to 28 tons tensile):
| Working pressure = | (t - 10) | × 120 | |
| D |
Solid-drawn hot-finished steam pipes (up to 28 tons tensile):
| Working pressure = | (t - 12) | × 120 | |
| D |
Welded steam pipes of iron or steel, whether with or without covering straps:
| Working pressure = | (t - 12) | × 90 | |
| D |
Feed pipes (delivery):
| Boiler pressure = | (t - 8) | × 100 | |
| D |
| Where | D | = | the internal diameter in inches, |
| t | = | the thickness in 100ths of an inch. |
Steam pipes should be tested in accordance with the requirements of paragraph 224. Feed pipes should be tested by hydraulic pressure to four times the boiler pressure.
Suitable provision must be made to avoid excessive stresses in steam pipes resulting from variations in the temperature of the pipes, or from vibration.
When socket expansion joints are used, the parts subject to rubbing action should be made of brass or of other metal which will not rust.
In all cases in which such a joint is fitted to a bent steam pipe, the surveyor should require a fixed gland and bolts, or other efficient means, to be provided to prevent the end of the pipe being forced out of the socket. This regulation should be complied with in all cases of bent pipes fitted with socket expansion joints, and, it is also desirable that fixed glands and bolts should be fitted to the expansion joints of straight steam pipes, as cases have occurred, particularly with small straight pipes in which the ends have been forced out of the sockets.
A socket expansion joint on a bent pipe is not a desirable arrangement, and, when adopted, the pipe should be anchored or provided with a strut at the bend, to relieve it of any undue bending stresses which might otherwise be produced by the internal pressure on a surface of the pipe equal to the area due to its bore.
Efficient means should be provided for draining all steam pipes. Boiler stop-valves cannot be regarded as suitable for this purpose. All drain cocks or valves should be accessible, and so placed as to render it practicable to drain the water from any portion of the steam pipes or chests in connexion therewith. Drain pipes should be fitted to drain cocks or valves when the latter are in such a position that the water or steam discharged from them would be likely to cause personal injury. It is desirable that the drains should be automatic in their action.
Special attention is directed to the danger of allowing water to collect in branches of the main steam pipes connecting the main range while under steam with the stop-valve of a boiler not in use. Numerous fatal explosions due to water-hammer from this cause have occurred, and if it is anticipated that all the boilers connected to the main steam pipes may not be in use at one time, it is strongly recommended that additional stop-valves should be fitted at the junctions of the branch pipes with the main steam range.
Surveyors should pay particular attention to the examination and testing of steam pipes, and a record of the tests should be kept in the office records.
All new copper steam pipes should be tested by hydraulic pressure to at least twice the working pressure.
Wrought-iron and steel steam pipes should be tested by hydraulic pressure when new, with the flanges secured in place, to at least three times the working pressure.
As regards old pipes, the surveyor may, at any time he thinks it necessary, before he gives a declaration, require them to be tested by hydraulic pressure to satisfy himself as to any doubtful part, or parts, and he may also require the removal of any of such pipes in order that their interior may be examined and their actual thickness and condition ascertained, but they should be tested periodically, to not less than twice the maximum working pressure to which they are subject, as follows—
Periodic Tests of Main Steam Pipes
: Main steam pipes include the main range and its branches from the various boilers and those to the propelling machinery, also all steam pipes joining two or more boilers together. (E.R. 2 of 2021)
All copper pipes having brazed longitudinal seams, whether forming a complete range or only part of a range of pipes, should, with the exception of those referred to in sub-subparagraph (c), be examined and tested, with the lagging removed, at least once in about every four years. (E.R. 2 of 2021)
Iron, steel, or solid-drawn copper pipes should, when the diameter exceeds 3 inches, be stripped and tested by hydraulic pressure at least once in six years.
In the case of pipes upon which the first periodical test is being made, and of pipes with a diameter of 3 inches or less, the surveyor may use his own discretion as to the removal of the lagging for more than a few inches near each flange when the hydraulic test is applied.
Periodic Tests of Auxiliary Steam Pipes having an
Internal Diameter Exceeding 6 inches
Copper pipes having brazed longitudinal seams should be stripped and tested by hydraulic pressure at least once in four years.
Iron, steel, or solid-drawn copper pipes should be stripped and tested by hydraulic pressure at least once in six years.
In the case of pipes upon which the first periodical test is being made the surveyor may use his discretion as to the removal of lagging for more than a few inches near each flange when the hydraulic test is applied.
Periodic Tests of Auxiliary Steam Pipes having an Internal Diameter Exceeding 3 inches and not Exceeding 6 inches
Copper pipes having brazed longitudinal seams should be stripped and tested by hydraulic pressure at least once in every four years.
Iron, steel, or solid-drawn copper pipes should be stripped for not less than 2 inches at each flange and tested by hydraulic pressure at least once in six years.
Alternative Method of Testing Steam Pipes: As an alternative to testing all the pipes at one time, owners may in future arrange to present at the outset selected pipes or sections of pipes for inspection and hydraulic tests, on the understanding that all pipes that are required to be tested periodically will be similarly examined and tested in rotation at appropriate times, so that every pipe in the main and auxiliary ranges will be examined and tested at intervals not exceeding six years in the case of iron and steel and solid drawn copper pipes and four years in the case of copper pipes with brazed longitudinal seams. (G.N.A. 169 of 1950)
The procedure outlined has the practical advantage that pipes may be removed from their position for purposes of testing. Surveyors should avail themselves of any opportunity thus afforded for making a thorough internal examination of pipes open for inspection.
It will be necessary to keep records of steam pipes tested on the “running survey” principle to ensure that all pipes in a ship are tested within their specified period. The entry made in the appropriate section of the declaration should give the successive dates, at six or four yearly intervals on which the pipes first selected were tested, with the appropriate words “running survey” added.
In all cases where the pipes are not wholly stripped, the hydraulic test pressure should remain on the pipes for such time as the surveyor considers necessary, but in no case for less than twenty consecutive minutes. Any length from which leakage is observed at other places than the joints of the flanges, should be stripped, repaired, and re-tested.The foregoing instructions apply to all steam pipes, the bursting of which would probably cause loss of life or serious injury, but it is not expected that surveyors will insist on the testing of small pipes, from which the free outflow of steam would cause no danger or inconvenience, and which would not easily burst in any circumstances.When a vessel is surveyed for a passenger certificate after transference from the flag of any place outside Hong Kong, or for the first time, all the steam pipes should be tested as indicated in these instructions. (23 of 1998 s. 2; 17 of 2018 s. 96)Severe corrosion has, in a number of cases, been found on the outer surface of copper steam pipes which have been covered with non-conducting material composed chiefly of asbestos combined with a binding material, more particularly where the pipes have been wetted by sea water. The surveyors should therefore pay special attention to the examination and condition of copper steam pipes which may be covered with asbestos and other porous lagging, especially when the pipes are exposed to the action of sea water, and where they find any evidence of the existence of corrosion, they should take special steps to satisfy themselves that the pipes are of sufficient thickness and otherwise safe for the pressure at which they are to be worked. It is most desirable that copper pipes which would be liable to be occasionally wetted by sea water should be efficiently protected by a waterproof covering over the lagging, which should be free from acid and otherwise non-corrosive.
The surveyor in his examination of the machinery and boilers, is particularly to direct his attention to the safety-valves, and, whenever he considers it necessary, he is to satisfy himself as to the pressure on the boiler by actual trial.
The surveyor is to fix the working pressure at which the safety-valves will blow off, and the responsibility of issuing a declaration before he is fully satisfied on the point is very grave. The law places on the surveyor the responsibility of “declaring” that the boilers are in his judgment sufficient for the working pressure allowed on the boiler.
When the surveyor has determined the working pressure, he is to see the safety-valves adjusted accordingly, and the springs fixed in such a manner as to preclude the possibility of in any way increasing the pressure. The limit of the working pressure is to be inserted in the declaration, and should it at any time come to a surveyor’s knowledge that alterations have been made, or the loading of the valves has been altered, or that the valves have been in any way interfered with, so as to increase the pressure without the sanction of the Principal Surveyor of Ships, he is at once to report the facts.
If any person places an undue weight on the safety-valve of any steamship, or, in the case of steamships surveyed under the Ordinance, increases the adjusted limit fixed by the engineer surveyor, he shall, in addition in any other liability he may incur by so doing, be liable for each offence to a fine not exceeding level 1. (E.R. 2 of 2021)
Cases have come under notice in which there were pipes between the boilers and the safety-valve chests. Such arrangement is not in accordance with the Ordinance, which distinctly provides that the safety-valves shall be upon the boilers.
The surveyors are instructed that in all new boilers, and in boilers in which alterations can be easily made, the valve chest should be placed directly on the boiler; and the neck, or part between the chest and the flange which is bolted on to the boiler, should be as short as possible and be cast in one with the chest.
In the case of vessels that have not previously had a passenger certificate, if there is only one safety-valve on any boiler, the surveyor should not grant a declaration without first referring the case to the special Principal Surveyor of Ships for his special instructions.
It is clearly the duty of the masters and engineers of vessels to see, in the intervals between the surveys, that the locked-up safety-valves, as well as the other safety-valves and the rest of the machinery, are in proper working order. There is no provision in the Ordinance, exempting the owner of any vessel on the ground that she has been surveyed by the Government surveyors, from any liability, civil or criminal, to which he would otherwise be subject. The Ordinance requires the statutory safety-valves to be out of control of the engineer when the steam is up; this enactment, far from implying that he is not to have access to them, and to see to their working at proper intervals when the vessel is in port, rather implies the contrary; and the master should take care that the engineer has access to them for that purpose. Substantial locks, which cannot be easily tampered with and which are, as far as possible, weather-proof, should be used for locking up the safety-valve boxes.
The locked-up valves, that is, those out of the control of the engineer when steam is up, should have an area not smaller, and a pressure not greater, than those which are not locked-up, if any such valves are fitted.
The aggregate area of the locked-up safety-valves of ordinary spring-loaded type shall not be less than is obtained from the following formulae, but in no case shall valves less than 1 1/2 inches in diameter be passed without the sanction of the Principal Surveyor of Ships.
For Saturated Steam:
| A = | H × E | ||
| 4.8P |
| where | A | = | Aggregate area of safety-valves in sq. inches, |
| E | = | Evaporation in lbs. per square foot of heating surface per hour with a minimum value 6, | |
| H | = | Total heating surface to which factor E applies, | |
| P | = | Absolute pressure of steam in lbs. per sq. inch (that is, working pressure of boiler + 15). |
For Superheated Steam:
| AS = A | 1 + | TS | ||||
| 1000 |
| where | AS | = | Aggregate area of safety-valves in square inches with superheat, |
| A | = | Aggregate area of safety-valves in square inches without superheat, | |
| TS | = | Superheat of steam in degrees Fahr. |
: Improved High Lift Double Spring Safety-valves: (E.R. 2 of 2021)
Cockburn-MacNicoll Patent Safety-Valves 1 1/2 inch to 5 inch diameter for pressures up to and including 425 lbs. per sq. inch will be accepted for boilers under the Government Survey provided that the area of the valves supplied in any particular case is not less than one-half that required by the regulations for ordinary safety-valves and that the usual tests are satisfactory.
All the safety-valves of each boiler may be fitted in one chest which must be separate from any other valve chest and which must be connected direct to the boiler by a strong and stiff neck, the passage through which should have a cross-sectional area at least equal to one-half the aggregate area of the safety-valves in the chest.
The waste-steam pipe and the passages leading to it should have a cross-sectional area not less than 1.1 times the combined area of the safety-valves as given by the above rule.
The surveyor is to examine the whole of the valves weights, and springs at every survey.
The responsibility of seeing to the efficiency of the manner in which the valves are fitted, so as to be out of the control of the engineer when steam is up, rests with the surveyor, who should see that the method adopted is efficient and one that is approved by the Principal Surveyor of Ships.
The safety-valves should be fitted with lifting-gear, so arranged that the two or more valves on any one boiler can at all times be eased together, without interfering with the valves on any other boiler. The lifting-gear should in all cases be so arranged that it can be worked by hand from some accessible place free from steam danger, and the arrangement should permit of the valves being turned round on their seats by hand.
Care should be taken that the safety-valves have a lift equal to one-fourth of their diameter; that the openings for the passage of steam to and from the valves, including the waste-steam pipe, have each an area not smaller than required by paragraph 230(c), and the area of the main waste-steam pipe should not be smaller than the combined area of the branch pipes. Each valve box should have a drain pipe fitted at its lowest part, which shall be led to the bilge or to a tank clear of the boiler.
In the case of lever-valves, if the holes in the lever are not bushed with brass, the pins must be of brass; iron and iron working together must not be passed.
Too much care cannot be devoted to seeing that there is proper lift, also that free means of escape for the waste steam are provided, as it is obvious that, unless the means for escape of the waste steam are ample, the effect is the same as reducing the area of the valves or putting an extra load upon them.
The valve seats should be secured by studs and nuts. The valves should have a clearance in the seats of at least 1/32 inch on the diameter, and should not project below them.
The surveyor need raise no question as to the sufficiency of spring-loaded valves, if the results of the steam trial for accumulation of pressure are satisfactory, and if the following conditions are complied with—
That at least two valves are fitted to each boiler.
That the valves are of the prescribed size.
That the springs and valves are so cased-in and locked-up that they cannot be tampered with.
That provision is made to prevent the valves lifting out of their seats in the event of the springs breaking.
That screw lifting-gear is provided to ease all the valves, as required by paragraph 231.
That the size of the steel of which the springs are made is in accordance with that found by the following formula:
| 3 | s × D c = d; |
| where | s | = | the load on the spring, in lbs., |
| D | = | the diameter of the spring (from centre to centre of wire), in inches, | |
| d | = | diameter or side of square of the wire in inches, | |
| c | = | 8,000 for round steel, and | |
| c | = | 11,000 for square steel. |
That the springs are protected from the steam and impurities issuing from the valves.
That, when valves are loaded by direct springs, the compressing screws abut against metal stops or washers when the loads sanctioned by the surveyor are on the valves.
That the springs have a sufficient number of coils to require a compression under the working load of at least one quarter the diameter of the valve.
The number of coils required for a given compression, or the compression due to the load, is given, approximately, by the following formula—
| N | = | K × C × d4 | , or | ||
| s × D3 |
| K | = | s × D3 × N | ; | ||
| C × d4 |
| where | N | = | number of free coils in spring, |
| K | = | compression, in inches, | |
| d | = | diameter of steel, or side of square, in sixteenths of an inch, | |
| C | = | 22 for round, and 30 for square steel; and s and D have the same meanings as before. |
The steel of safety-valve springs should not as a rule be less than 1/4 inch in diameter or side of square, and the clearance between separate coils should not be less than 3/16 inch when the spring is loaded.
All safety-valves must be set to the working pressure under steam and in no case is the surveyor to give a declaration for spring-loaded valves, unless he has examined them and is acquainted with the details of their construction, and unless he has tried them under full steam, and full firing with the feed-water shut off and stop-valve closed. The duration of the tests for accumulation of pressure shall be: on cylindrical boilers, 15 minutes; on water tube boilers, for as long as the water supply in the boiler permits with a maximum of 7 minutes. (See paragraph 218(g) for tests of the safety-valves of evaporators.)
In all cases the results of the test under full steam should be entered in the office records. If, however, the accumulation of pressure exceeds 10% of the loaded pressure the surveyor should report the case to the Principal Surveyor of Ships before granting his Declaration.
The surveyors are to use the pressure gauges supplied by the Government, no steam gauge should be used without having a syphon filled with water between it and the boiler and care should be taken to see that the gauge pipe and syphon are clear before attaching the gauge.
Safety-valves which have been passed and stamped by the Board of Trade may be accepted by the surveyor if he is satisfied with them after an examination. In the case of designs of safety-valves which have not been approved by the Board of Trade or the Government it will be necessary for the makers to submit plans to the Principal Surveyor of Ships for approval.
The following is a list of the names of spring safety-valve makers whose standard designs have been approved by the Board of Trade.
| Names of Firms whose Standard Designs have been approved | Address | Diameters of Valves included in Standard Designs |
| Andrews and Cameron* | Glasgow | 2 1/2” to 4” |
| Bailey, W.H., & Co. | Manchester | 2” to 6” |
| Central Marine Engine Works | West Hartlepool | 3” to 4” |
| Cochran & Co. | Annan | 1 1/2” to 4” |
| Cockburn, A., & Co. | Glasgow | 1 1/2” to 5” |
| Cockburns, Ltd. | Cardonald | 2” to 6” and Patent High Lift Valves. |
| Cockburns, Ltd. | Cardonald, Glasgow | 1 1/2” to 5” Improved High Lift Double Spring Safety Valve Cockburn-MacNicoll Patent. |
| Davie and Horne* | Johnstone | 2” to 5” |
| Dewrance & Co. | London | 2” to 4” |
| Dickinson, John, & Sons | Sunderland | 3” to 3 1/2” |
| Empire Company | Manchester | 2” to 6” |
| Grant, J.A., & Co. | Glasgow | 2” to 5” |
| Harland & Wolff, Ltd. | Belfast | 3 1/2” and 3 3/4” |
| Holmes, C.D., & Co. | Hull | 2 1/2” to 3 1/4” |
| Hopkinson, Ltd. | Huddersfield | 2” to 4” |
| Hunt, Mitton & Co. | Birmingham | 2” to 6” |
| Moor Engineering and Pipe Works | Sunderland | 2” to 5” |
| Noakes, T., & Sons | London | 2” |
| Phillip & Sons | Dartmouth | 2” to 4” |
| Pollock and Macnab | Manchester | 2” and 3” to 6 1/2” |
| Sisson, W., & Co. | Gloucester | 2” to 3 1/2” |
| Stevenson, J.C., & Co. | Preston | 3” |
| Turnbull, Alexr., & Co. | Glasgow | 2” to 6 1/2” |
| Worth, Mackenzie, & Co. | Stockton-on-Tees | 2 1/4” to 3” |
All cocks and valves connected to the boiler shall be so arranged that can be seen without difficulty, whether they are open or shut.
All boiler-mounting valves over 1 1/2 inches diameter must have outside screws on their spindles, and their covers must be secured by bolts or studs and all are to be arranged to be shut with a right-hand motion of the wheels.
When boiler mountings are secured by studs, the studs must have a full thread holding in the plate for a length of at least one diameter. If the stud holes penetrate the whole thickness of the plate the stud must be screwed right through the plate and be fitted with a nut inside the boiler. Where bolts are used for securing mountings they must be screwed right through the plate with their heads inside the boiler.
The neck of stop-valve chests and other boilers mountings should be as short as practicable.
Cast steel or other approved material shall be used for boiler mountings of all sizes, for steam fittings of 2 1/2” bore and over and for all steam fittings subjected to temperatures exceeding 425°F. (G.N.A. 169 of 1950)
The chests of stop and safety-valves, etc., should be tested when new to double the working pressure.
A salinometer cock or valve must be fitted direct to each boiler in a convenient position. It must not be on the water gauge stand-pipe.
Each boiler shall have a separate steam pressure gauge placed where it can easily be seen. Double-ended boilers shall have a pressure gauge at each end, likewise placed where they can easily be seen.
No boiler or steam chamber should be so constructed, fitted, or arranged that the escape of steam from it through the safety-valves required by the Ordinance can be wholly, or partially, intercepted by the action of another valve.
A stop-valve should always be fitted between the boiler and the steam pipe, and, where two or more boilers are connected with a steam receiver or superheater, between each boiler and the superheater or steam receiver.
Where there are more water-tube boilers than one connected together, stop-valves of self-closing or non-return types are recommended.
There shall be as few auxiliary stop-valves as possible so as to avoid piercing the boiler shell more than is absolutely necessary. The arrangement, however, must be such that when more than one boiler is fitted it is possible to supply the steam whistle, the steam steering gear, and the electric light machinery from at least two boilers.
Every boiler as specified below shall have at least two independent means of indicating the water-level, one of which must be a glass gauge or an equivalent, and have marked on it in a contiguous position easily seen, the level of the highest part of the heating surfaces.
All single-ended boilers 16 feet mean internal diameter or over shall have a glass water gauge on each side. Single-ended boilers under 16 feet in diameter shall have one glass water gauge and one set of test cocks or the equivalent of the latter.
All double-ended boilers shall have a glass water gauge at or near each end, on opposite sides, and a set of test cocks at each end, or the equivalent of the latter.
All vertical boilers shall have a glass water gauge and one set of test cocks or the equivalent of the latter.
All watertube boilers shall have at least two water gauges to each boiler, fitted in such a way as to be quite independent of each other. One of these must be a glass water gauge, while the other may be an equivalent; but where water and steam drums exceeding 13 feet in length are fitted athwartship, a glass water gauge is to be fitted at or near each end of the drum.
The position of the glass water gauge of water-tube boilers in which the tubes are entirely drowned when cold, is to be such that water is just showing in the glass when the water level in the steam drum is just above the top of the uppermost tubes when the boiler is cold. In boilers, the tubes of which are not entirely drowned when cold, the glass water gauges are to be placed, to the surveyor’s satisfaction, in the positions which have been found by experience to indicate satisfactorily that the water content is sufficient for safety when the boiler is worked under all service conditions.
When the water-gauge cocks are not attached directly to the shell of the boiler, but to a stand-pipe or column, cocks should be fitted between the boiler and the stand-pipes.
The ordinary type of stand pillar should not be less in internal diameter than 2 1/2 inches for cylindrical boilers over 10 feet in diameter, 2 inches in internal diameter for boilers over 7 feet 6 inches in diameter and up to 10 feet in diameter, and 1 3/4 inches in internal diameter for boilers 7 feet 6 inches and under in diameter. If the stand pillars are connected with the shell by means of pipes the latter should be of copper or other incorrodible metal and should be at least 1 1/2 inches in internal diameter when fitted to 2 1/2 inch pillars; 1 1/4 inches in internal diameter when fitted to 2 inch pillars; and 1 inch in internal diameter when fitted to 1 3/4 inch pillars.
The upper ends of the pipes must be so arranged that there is no pocket or bend in which water can lodge. The pipe should not pass through uptakes if they can be otherwise arranged, but if this condition cannot be complied with, they may pass through the uptakes by a passage open for ventilation at least 2 inches clear all round.
The cocks of all water gauges must be accessible from positions free from danger in the event of the glass breaking.
The surveyors should satisfy themselves by actual examination whether the glass water-gauges of the boilers of the vessels they survey are clear, and also whether they are fitted with automatic valves or fittings, as the existence of such fittings cannot always be ascertained by external examination. In all cases where it is proposed to fit automatic gauges, full particulars thereof should be submitted to the Principal Surveyor of Ships for consideration and approval before the gauges are passed.
Test cocks, where practicable, should be fitted direct on the boiler shell. A set must consist of at least three cocks except in boilers 7 feet 6 inches in diameter and under when there may be two.
Each boiler shall have a blow-off valve fitted direct to the shell. The valve and its connexions to the sea need not be more than 1 1/2 inches in diameter, and may be generally about one-tenth of an inch in diameter for each foot in diameter of the boiler.
Blow-off valves and scum valves (when these latter are fitted) of two or more boilers may be connected to one common discharge, but when thus arranged there must be screw-down non-return valves fitted for each boiler to prevent the possibility of the contents of one boiler passing to another.
The blow off cock or valve on the ship’s side must be fitted above the level of the stokehold plates, in an accessible position, and must be arranged so that it can be readily seen whether it is open or shut. The handle must not be capable of being removed unless the cock is shut, and if a valve is fitted the wheel must be fixed to the spindle.
Each boiler shall have at least two distinct and independent feed systems, each with its own check-valve attached direct to the boiler. It is desirable that a stop-cock or stop-valve should be fitted in each chest or between each chest and the boiler, so that the latter may be shut off and either of the check-valves examined while the other feed is at work.
In water-tube boilers at least one of the feed systems shall be fitted with an approved apparatus whereby the supply is controlled automatically. The feed check-valves must be fitted with efficient gearing, whereby they can be satisfactorily worked from the stokehold floor, or other convenient position.
If a boiler, not a water-tube boiler, is used solely as an auxiliary or winch, boiler, one of the feed systems may be worked by an injector.
It is most desirable that feed pumps should be reserved exclusively for feeding the boilers, and that they should not be used for other purposes whereby oil or other refuse may be passed into the boiler.
Feed pipes should comply with paragraphs 220 and 221 and feed heaters, filters or other vessels through which the feed water passes on its way from the pumps to the boilers, should be made sufficient for a pressure 20 per cent in excess of the boiler pressure. An efficient relief-valve (or valves), suitably adjusted, and of a type which does not present a ready means of overloading, should be fitted where required to prevent this pressure being exceeded in any part of the feed system, under any conditions likely to occur. In cases where the main feed pumps are independent of the main engines, the area of the relief-valve (or valves) should not be less than half that of the feed discharge pipe, provided the latter is sufficient to ensure a reasonable velocity of flow in the pipe; but, when the main pumps are worked by the main engines, the relief-valve (or valves) should be of at least the same area as the pipe.
Ingot steel for shafts shall be generally of 28 to 32 tons per square inch standard quality, and comply with the requirements of paragraph 165. If steel of other tensile strength is used the case should be submitted to the Principal Surveyor of Ships.
Couplings of wrought iron shafts may be welded to the body, but those of ingot steel shafts shall be forged from the solid and may be formed by upsetting the ends by hydraulic pressure.
Couplings, when separate from the shaft, may be forged from ingot steel, wrought iron, or scrap mild steel, or they may be steel castings.
The webs of built crank shafts may be forged or rolled from ingot steel, wrought iron, or scrap mild steel or they may be steel castings.
The material of cast steel webs generally must be such that the tensile strength does not exceed 32 tons per square inch, and it shall comply with the requirements of paragraph 161.
Fully dimensioned drawings of shaftings giving full particulars required for making strength calculations should be supplied.
Turbine-driven installations shall have shafts the diameters of which are not less than is given by the following rule—
| d = | 3 | S.H.P. R × F | ||
| where | d | = | the diameter of the intermediate shaft in inches, |
| S.H.P. | = | the maximum designed shaft horse-power, | |
| R | = | the number of revolutions per minute at that power, | |
| F | = | 64. | |
Wheel shafts of geared turbine-driven installations shall be in diameter not less than 1.05 d, but where there is only one pinion gearing into the wheel, or where there are two pinions which are set to subtend an angle at the centre of the shaft of less than 120° , the diameter of the wheel shaft at the wheel and the adjacent journals shall be not less than 1.1 × d. Abaft the journals the shaft may be tapered to 1.05 × d.
Reciprocating steam-engine installations shall have shafts the diameters of which are not less than are given by the following rules—
| d | = | 3 | D 2 × S × p f (r + 2) | |
| where | d | = | the diameter of the intermediate shaft in inches, | |
| D | = | the diameter in inches of the low-pressure cylinder, or the equivalent diameter where two or more low-pressure cylinders are used, | ||
| S | = | the stroke of the piston in inches, | ||
| p | = | the working pressure in the boiler in lbs. per square inch, | ||
| r | = | the ratio of the swept volume of the low-pressure cylinder or cylinders to that of the high-pressure cylinder or cylinders, | ||
| f | = | a coefficient from the following table: | ||
| Type of compound, triple or quadruple reciprocating engine | f | |
| (a) | 2 cranks at 90° | 1900 |
| (b) | 2 cranks at 180° | 1350 |
| (c) | 3 cranks at 120° | 2150 |
| (d) | 4 cranks balanced | 2150 |
| (e) | 4 cranks at 90° | 2100 |
| (E.R. 2 of 2021) | ||
Crank shafts of screw reciprocating engines shall be in diameter not less than 1.05 d.
Crank and paddle shafts of the reciprocating engines of paddle steamers shall be not less in diameter than .94 d, as obtained from the foregoing formula.
Crank webs of built shafts should have dimensions not less than the followings—
| h = | .625 dc | ||
| t = | 0.12 × d c 3 h | ||
| where | dc | = | the diameter of the crank shaft in inches, |
| h | = | the thickness of the web measured parallel to the axis, | |
| t | = | the thickness of metal around the eye-holes measured radially. | |
Crank webs should be securely shrunk on the body pieces and crank pins, or be forced on by hydraulic pressure.
Thrust shafts transmitting torque shall be at the collars not less in diameter than 1.05 d. Thrust shafts may be tapered down outside the collars to the diameter d required for the intermediate shaft.
Tube shafts shall be in diameter not less than 1.05 d, and any part of a tube shaft within the tube which may be exposed to sea-water shall be in diameter not less than 1.075 d.
Tail shafts shall be not less in diameter than is given in the following rule—
| dt = | d + | P | |||
| K |
| where | dt | = | the diameter of the tail shaft in inches, |
| d | = | the diameter of intermediate shaft required, | |
| P | = | the diameter of the screw propeller in inches, | |
| K | = | 144 where a continuous liner is fitted, | |
| K | = | 100 where a continuous liner is not fitted. |
: By a continuous liner is meant a liner of which the whole length is cast in one piece, or one which is made of two or more lengths and in which the junctions of the separate pieces are made by fusion through the whole thickness of the liner. (E.R. 2 of 2021)
Tail shafts which run in stern tubes may have the end forward of the stern gland tapered down to a diameter at the coupling flange equal to 1.05 d.
The thickness of liners fitted on tail shafts or tube shafts should in way of the bushes be not less, when new, than is given by the following rule—
| t = | dt + 9.25 | |||
| 32 |
| where | t | = | the thickness of the liner in inches, |
| dt | = | the diameter required for the tail or tube shaft within the liner in inches. |
The thickness of a continuous liner at the part between bushes should be 3/4 t.
Liners must be carefully shrunk on or be forced on to the shaft by hydraulic pressure, and no pins to secure them shall be fitted.
Effective means should be provided for preventing water from having access to the shaft at the part between the aft end of the liner and the propeller boss.
The length of the bearing in the stern bush next to the propeller should be not less than four times the diameter required for the shaft within the liner.
The thickness of the coupling flanges at the pitch circle of the bolt-holes shall be not less than the diameter of the coupling bolts at the face of the coupling. The thickness of the tail-shaft coupling shall be not less than one-quarter the diameter required for the intermediate shaft.
The radius of curvature at the fillet where the flange starts from the shaft should be not less than .125 of the diameter of the shaft adjacent to the flange.
When couplings are separate from the shafts, provision should be made to resist the astern pull.
The coupling bolts should be in diameter at the joining face not less than is given by the rule—
| Diameter of coupling bolts = | d 3 3.5 × n × r b | |||
| where | d | = | the diameter required for the intermediate shaft in inches, | |
| rb | = | the radius of the pitch circle of the bolts, | ||
| n | = | number of bolts in the coupling. | ||
Steam for working the distilling apparatus is not to be taken from the main boilers. The boiler or evaporator used must not be filled or fed with water from the surface condensers of the main engines, and no exhaust steam from the feed pump or other engine may be permitted to go into the condenser of the distiller if appliances for the introduction of lubricants are fitted to the steam pipes or to the steam cylinders. Zinc, boiler fluid, tallow, or oil must not be used, and no boiler or evaporator should be passed with fittings for using these substances. Surfaces of parts made of copper in contact with steam or drinking water should be tinned.
A distilling apparatus must have a filter of sufficient capacity, which should consist of at least 20 cubic inches of animal charcoal, and 20 cubic inches of gravel or limestone chips for every 100 gallons of output in twenty-four hours for which the distiller was passed.
When the cooling water is pumped into the condenser, there should be fitted an efficient escape-valve or other means of preventing over-pressure, which cannot readily be tampered with; and, if the condensing portions of the apparatus or the cooler and filter are unfit to bear the pressure on the boiler, an efficient safety-valve which cannot readily be overloaded should be fitted between the steam pipe and the apparatus.
The surveyor should satisfy himself as to the capability of the man who is to have charge of the apparatus.
As the surveyor will be held wholly responsible for the efficiency of the distillers, it rests with him to decide whether or not the apparatus should, in the case of emigrant vessels furnished with passenger certificates, be taken to pieces for examination prior to any voyage, but the distilling apparatus of such vessels must be taken to pieces for examination at least once every twelve months, or oftener if the surveyor thinks it necessary, except when an ample supply of fresh water is carried. The tubes or coils should be tested to at least twice the load on the safety-valve on the apparatus, or, in cases where no safety-valve is fitted, to twice the highest working pressure of the boiler from which the apparatus can be worked, and in all cases the machinery and boiler should be thoroughly examined. The charcoal should be removed from the filter, cleansed, or renewed at least once every six months.
After the distilling apparatus is put together again, it should be tested as to the quantity and quality of the water made, and this should also be done before the commencement of every voyage. The water should be cool, pure, well aerated, and fit to drink immediately it is drawn off from the filter.
The following have been approved by the Ministry of Shipping. Any departure from the designs as approved should be reported to the Principal Surveyor of Ships for consideration.
Brown, A. and R., and Co.’s Patent.
Caird and Rayner’s Patent.
Davie and Horne’s.
Hocking and Co.’s Patent.
Kirkaldy’s Patent.
Quiggin’s Patent.
Weir’s.
The attention of surveyors is called to the danger arising from an escape of ammoniacal gas which may follow the breakdown of a refrigerating machine in which anhydrous ammonia is used at the working agent. Such a machine should be placed in a well-ventilated isolated compartment, preferably on deck; but a refrigerating machine which works on the absorption system, using an aqueous solution of ammonia, may, if desired, be placed in the engine-room, provided that the machine has been constructed in accordance with an approved design, and that the engine-room is satisfactorily ventilated. In the latter case, the machine should be periodically inspected by the surveyors.
No danger is to be apprehended from the escape of a moderate quantity of gas (CO2) from a carbonic anhydride refrigerating machine situated in a space not unduly confined and fairly well ventilated; and a machine of this type may be placed in the engine room if the charge, or portion thereof, which might be released by a breakdown of the machine, or of one portion in the case of a duplex machine, does not exceed 300 pounds. If in any case the surveyor is doubtful regarding the matter, he should submit for consideration full particulars of the machine, valves for isolating the compressor, etc., and a drawing showing the position of the machine and the means of ventilating the engine-room. (E.R. 2 of 2021)
The greatest care should be taken in the survey of vessels in which oil fuel is used in the boilers. These regulations are chiefly directed to the prevention of fire, but immunity cannot be attained unless installations are used and maintained with care and unless the consequences of neglect are fully appreciated. Serious fires have generally originated from apparently insignificant causes, such as burning oil running out of the furnace fronts on to the tank top or an almost imperceptible spray of oil from a defective gland or joint, not perhaps readily noticeable but easily ignited. The conditions which are most dangerous, and which it is most important to avoid, are conditions which will allow a small fire to spread to waste oil that has been left to accumulate in the bilges or on the double-bottom tank tops, and so get rapidly out of control.
The rapidity with which fire can be communicated to oil, and the rapidity with which it will spread, depend to a great extent on the temperature of the oil relative to its flash-point. If the temperature of the oil in the bilges and on the tank top even approaches the flash-point, fire will spread with great rapidity, but if this temperature exceeds the flash-point, there will be added a constant risk of explosion. It is, therefore, of the greatest importance that surfaces upon which waste oil may possibly collect should be kept cool. The under sides of boilers should be well insulated, and the spaces below them should be efficiently ventilated so that the temperatures there may be kept as low as practicable, at least 30oF. below the flash-point of the oil.
The use of coal and oil alternatively, or together, especially the latter, is strongly deprecated, though not absolutely prohibited, but where such a course is proposed, the arrangements for carrying this out must be submitted to the Principal Surveyor of Ships for consideration.
Surveyors should point out that it is necessary to have a careful organization of the operations by those responsible for the safety of the ship.
The scrupulous observance of cleanliness is essential to safety, and the danger of fire can thereby be reduced to a minimum. Carelessness in allowing deposits of waste oil and coal dust, or defective and leaky joints and fittings will always be extremely dangerous.
Passenger vessels in which oil fuel is used should be visited whenever possible between surveys, and if the surveyor, as a result of his observations either at the time of survey or during the currency of the passenger certificate, is of opinion that there is not sufficient care in respect of cleanliness and maintenance, he should report the case to the Principal Surveyor of Ships for consideration, in order that it may be decided whether a declaration for the full period of twelve months can be issued or whether the current certificate should be withdrawn.
Woodwork should be rigorously excluded from boiler rooms and no combustible materials should be stored near any part of the oil fuel installation. Boiler room casings should be efficiently insulated by fire-resisting material, more particularly when there is any possibility of woodwork in the spaces surrounding the casings being affected by a fire in the boiler rooms.
Special attention should be given to the positions and condition of the fire appliances, including hoses, chemical extinguishers, and the means for closing the stokehold to exclude air. The froth extinguishers should be systematically tested, and so disposed as to be available in case of fire in any boiler compartment.
If any difficulty arises in securing the adoption of the arrangements indicated in these instructions, the matter should be referred for consideration by the Principal Surveyor of Ships.
The flash-point of the oil must not be less than 150oF. (close test) when determined by recognized standard types of flash-point apparatus.
With each supply of oil taken on board a written guarantee must be supplied by the vendor, and signed by a responsible official in his employ, of the actual close test flash-point, the type of instrument by which the test was made being in every case specified. These particulars shall be entered in the engine-room log.
There must be provided a standard type of apparatus for determining the close flash-point to temperatures up to 200oF., and samples of every oil shipped for fuel purposes shall be tested by the Chief Engineer according to the instructions laid down, to enable him to ascertain and record that the “close flash-point” of any off is not below 150oF.
Vessels employed on the coastal trade or trading to Saigon, Bangkok, Singapore, may be exempt from carrying a standard type of apparatus for determining the flash-point if the Chief Engineer has apparatus provided at the ports where bunkers are taken and facilities are available for him to carry out the tests. A record of the tests must be kept and submitted to the Principal Surveyor of Ships when requested.
The Chief Engineer shall draw and seal at the time of shipment a half-pint sample of each supply of oil fuel taken on board, and such samples shall be preserved by him, or by the owners, until all fire risks from that supply of oil may be reasonably considered as past.
The apparatus supplied for determining the close flash-point of the fuel oil should be of the type known as the “Standard Pensky-Martens Tester” constructed to the specification of the Standardization Committee appointed by the Institution of Petroleum Technologists, and each apparatus must be certified by the National Physical Laboratory.
The oil to be tested by the Standard Pensky-Martens apparatus is heated in an air bath which may be either a flame-heated metal casing or an electrical resistance element; the important point in either case being the rate of heating. Electrical heaters should be marked with the voltage for which they are constructed which in each case should be the same as the voltage of the electrical system on board the ship, and the heater should always be used at the proper voltage.
The adoption generally of the Pensky-Martens method is required where new apparatus is supplied, and is recommended by the Ministry of Shipping in all cases, but for the present, it may be optional on board passenger vessels already provided with apparatus for the alternative method of taking the flash-point by means of the Abel tester cup fitted with stirrer. The tester cup should bear the Ministry of Shipping approved stamp as complying with the requirements under the Petroleum Acts, as modified by Order in Council of 7 May 1907, for viscous and sedimentary mixtures. The thermometer for use in the oil cup should be graded up to 200oF., and the one for the water bath to a temperature of 220oF.
It should be seen that full instructions are supplied with each apparatus. If consistent results within the limits of experimental error (namely, 3oF. for oils flashing at about 150oF., and 5oF. for oils flashing at about 200oF.) are to be obtained, it is most important that the instructions issued with the apparatus should be most carefully followed. Any departure therefrom, or any imperfections in the instrument, may lead to inaccurate results. It is also important that all samples of oil taken for testing should be contained in bottles or vessels which have been carefully cleaned inside.
Some small variation in the flash-points obtained may occur in tests made of the same sample of oil with the same apparatus, but if the results of three consecutive flash-point determinations carried out by the same specified procedure do not differ from one another by more than 4oF., the average of the three results may be taken as being the flash-point of the oil.
Oil fuel of the above description may be carried in cellular double bottoms under engine and boiler compartments and under ordinary holds; also in peak tanks, deep tanks and bunkers of approved construction, particulars of which shall in the first place be submitted. Consideration should be given to the avoidance, as far as possible, of fuel bunkers in ’tween deck spaces over-hanging the boiler rooms, or of oil fuel bunkers adjoining the ship’s sides abreast the boiler rooms, but where these are found to be necessary they must be subdivided into compartments not exceeding 21 feet in length. To prevent the spread of fire which may follow upon a collision or grounding in way of oil fuel bunkers, the boiler and funnel casings shall be so insulated and all doors and other openings therein so arranged that the heat from even a fierce fire burning within the casings may not endanger the surrounding wood work or accommodation. Provision is to be made for the expansion of the fuel in the tanks.
If the storage and settling tanks are to be constructed to the requirements of Lloyd’s Register, the British Corporation, or Bureau Veritas, a copy of the detailed plans approved by the classification society must be forwarded to the Principal Surveyor of Ships for consideration. In other cases fully detailed plans of the proposed construction, including riveting, must be submitted for approval before the work is taken in hand. (See paragraph 25). Double bottom compartments used for oil fuel storage are to be fitted with watertight centre divisions, except in the narrow tanks at the forward and after ends of the vessel. In other storage tanks suitable wash plates are to be fitted where required. Where oil fuel is carried in wing spaces at each side of the ship, suitable means are to be taken to comply with paragraphs 13(8) and 25.
Suitable provision should be made to isolate oil fuel from water ballast, and pumping arrangements should permit of oil fuel transfer from any one storage or settling tank to any other, or discharged overboard.
If fresh water, either for use in boilers or for drinking, is stored in a compartment adjacent to an oil tank, a coffer dam is to be fitted, to prevent the water from being contaminated. If spaces adjacent to cargo holds or double bottoms under cargo holds are used for the storage of oil fuel, efficient means must be provided by wells or gutter ways to prevent leakage from any oil fuel compartment coming in contact with the cargo, and to ensure that such leakage shall have free drainage into the limbers or wells.
Where there is possibility of oil leakage from storage tanks or settling tanks, suitable gutters or coffer dams are to be arranged, and the drainage from the same led to sumps or wells.
In order that the gutter ways may be readily accessible for inspection and cleaning, it is desirable that the stokehold platform should be kept well clear of all bulkhead plating.
In steamships trading in climates where the cold may cause the oil to become viscous, heating coils should be fitted in the storage tanks, or other approved means provided to cause the oil to flow freely through the pipes.
It is recommended that settling tanks should be constructed separately from the hull structure.
A suitable thermometer pocket is to be fitted to each settling tank.
Open drains for removing the water from the oil in storage or settling tanks are not to be allowed unless the drain cock be of the weighted lever or other self-closing type. The temperature of oil in tanks which are furnished with open drains should not exceed 125oF. and suitable notices to this effect should be displayed.
Every bunker or storage tank is to be tested by filling it with water to a head at least one foot more than can possibly come upon the tank in practice. In new steamships the double bottom is, however, to be tested with a head of water up to the bulkhead deck, as required by paragraph 27.
The test pressure to be applied to settling tanks is 15 lbs. per square inch including the head pressure. When testing, therefore, the pressure gauge may be placed level with the bottom of the tank. If, however, in ordinary conditions of service the head pressure on the bottom of the tank exceeds 15 lb. per sq. in. the test applied should be in accordance with subparagraph (b).
Each oil fuel tank or bunker must be fitted with an air pipe the discharge end of which is to be led to the open air in a situation where no danger will be incurred from the issuing oil vapour when the tank or bunker is being filled, and each must be furnished with a wire gauze diaphragm which can readily be removed for cleansing or renewal.
Where air pipes serve as overflow pipes there should be no possibility of the overflow running into or near a stokehold, galley or any other place in which it might be ignited.
Where air pipes pass through the cargo holds, arrangements must be made for protecting them from being damaged.
Suitable means are to be provided for ascertaining the oil level in each tank, either by sounding pipes or by approved indicating apparatus. Sounding pipes, if adopted, must not terminate in passenger or crew spaces. Where sounding pipes or connexions to indicators pass through the cargo holds, arrangements must be made for protecting them from being damaged.
Short sounding pipes to oil tanks situated below machinery spaces should, as far as possible, be avoided, and, if fitted, should not be passed either in tunnels or elsewhere unless fitted to close automatically. Provision must be made to prevent danger from any overflow when filling tanks or bunkers, and if such pipes terminate in a stokehold they should be so arranged that oil will not be discharged therefrom on to any part of the boilers or fittings, if the self-closing cocks at their upper ends are opened when oil is surging in the tanks, due to the motion of the ship.
No round gauge glasses must be fitted either to the storage tanks or to the settling tanks; but suitably protected gauges of approved design, having flat glasses of substantial thickness and cocks whereby they will be shut off automatically or in the same manner as required for the suction cocks on these tanks, may be allowed on settling tanks.
The pumps for the oil fuel burning system must be entirely separate from the feed, bilge and ballast pumps and connexions. In every ship there must be not fewer than two units (a unit comprising pressure pump, filters and heater). All pumps used in connexion with oil fuel are to be provided with efficient escape valves, which must be in close circuit, that is, discharging to the suction side of the pumps.
For all oil fuel pressure pumps in each compartment, means are to be provided for shutting off the steam supply to the oil fuel pressure pumps from a position outside the compartment in which the pumps are situated.
Cocks or valves must also be interposed between the pumps and the suction pipes, in order that pipes may be shut off when the pumps are opened out for overhauling.
Heaters must be to approved designs. If steam is used for heating the oil fuel, the exhaust drain must discharge the water of condensation into a tank where it can be seen whether or not it is free from oil.
The pipes, heaters and their fittings are to be tested after jointing, to at least 400 lbs. per square inch, or to double the working pressure, whichever is the greater.
Save-alls or gutters are to be provided under the pumps, heaters and strainers to catch oil leakage, or oil that may be spilled when any cover or door is removed, and likewise at the furnace mouths to intercept oil escaping from the burners.
The oil pressure pipes must be of solid drawn steel and those for conveying heated oil placed in sight above the platforms in well lighted parts of the stokehold or engine room.
The thickness of the solid drawn steel pipes should not be less than as found by the formula given in paragraph 279(a). (G.N.A. 169 of 1950)
The scantlings of coupling flanges shall be made suitable for at least 200 lbs. per square inch working pressure, or the working pressure to which the relief valves are loaded, whichever is the greater. The flanges must be machined so that they are practically metal to metal, any jointing material used being the very thinnest possible and impervious to oil heated to 250°F.
The pipes and fittings are to be tested after jointing, to at least 400 lbs. per square inch, or to double the working pressure, whichever is the greater.
Other oil pipes must be of wrought iron or steel.
The scantlings of coupling flanges shall be made suitable for not less than 100 lbs. per square inch working pressure. The flanges must be machined and the jointing material used must be impervious to oil. After jointing, the pipes within the engine and boiler spaces are to be tested to 30 lbs. per square inch pressure or to twice the maximum working pressure, whichever is the greater.
All pipes must be led sufficiently high above the inner bottom to facilitate inspection and repairs.
All oil pipes should be carefully fitted to ensure that the flanges of valve chests, etc., are not unduly strained when the pipes are connected.
All valves in connexion with oil fuel apparatus must be so constructed as to prevent the possibility of any cover being slacked back or loosened when operating the valves.
All oil fuel suction pipes from storage or settling tanks placed above the double bottom are to be furnished with cocks or valves secured to the tanks and so geared that they may be shut off from the deck above or from a compartment other than the one in which they are situated, as well as from the latter compartment. If the filling pipes are not connected to the tanks near the top, they must likewise be provided with cocks or valves similarly operated, or else non-return valves fitted. (E.R. 2 of 2021)
Oil filling lines should be furnished with adequate means of relief to prevent the pipe line being subjected to excessive pressure which may be occasioned by the careless closing of a tank-filling valve while the filling pump is at work before another tank valve has been opened.
The relief valve should discharge into an overflow or sludge tank.
Master valves at the furnace fronts controlling the supply of oil fuel to sets of burners should be readily accessible in emergency and desirably should be quick closing and, where necessary, sectional shut-off valves should be arranged to isolate air vessels in order to prevent the discharge of oil which may be contained therein, in case of derangement at the furnace fronts. Valves which control the supply of heated oil to the system or sections of the system should be painted a bright red colour, for identification in an emergency.
As burners are frequently changed and as fires have occurred through the escape of heated oil owing to a burner having been improperly replaced, it is desirable that arrangements should be made so that oil cannot be turned on to a burner unless it has been correctly coupled up.
Funnel dampers should not, as a rule, be fitted; but, if fitted, they must be provided with a suitable device whereby they may be securely locked in the fully open position.
The smoke-box doors must be shielded and well fitting, and the uptake joints made airtight.
Ample ventilation shall be provided in engine, boiler and pump rooms, and also in all compartments adjacent to the storage tanks.
The boilers are to be suitably lagged, it being most desirable that the bottoms of oil-fired cylindrical boilers should be completely covered with lagging, so that any oil which may have escaped on to the tank top will not be heated to a dangerous degree.
The clearance space between the boilers and tops of double bottoms, and between the boilers and the sides of the storage tanks or bunkers in which oil fuel is carried, must be adequate for the free circulation of air necessary to keep the temperature of the stored oil well below the flash-point; and bunkers which overhang the boilers are to be fitted with shield plates so arranged as to prevent any oil leakage dripping on to the boilers.
Where water-tube boilers are installed, it is recommended that there should be a space of at least two feet six inches between the tank top and the underside of the pans forming the bottom of the combustion spaces.
There must be no woodwork in the stokehold or compartment containing the settling tanks, and no wood or other combustible matter should be allowed to accumulate therein or in the vicinity of the fuel tanks.
Oil fuel pumps, heaters, etc., should not be situated in close proximity to engine store rooms where inflammable material is stored.
Bilge suction pipes of lead are not permissible in boiler spaces or engine spaces where settling tanks or oil fuel pump units are situated.
The inner plating of the machinery compartments referred to in sub-subparagraph (e) should not be coated with cement having a bitumastic or similar base, unless it is clearly demonstrated that the cement is neither inflammable nor capable of evolving obnoxious fumes in the event of a fire in the compartment in which it is used. (E.R. 2 of 2021)
No special regulations with regard to electrical installations, beyond those at present in use in passenger and other steamers, are necessary in the stokehold or other well-ventilated spaces, but in any space where oil vapour may accumulate, no artificial light capable of igniting inflammable vapour shall be allowed. Such spaces are to be illuminated by means of an electrical installation, preferably not on the single-wire system when the electrical pressure exceeds 110 volts, and no switches or fuzes may be placed in any such space. The electric lamps are to be protected by air-tight well glasses and by wire guards, if the latter are considered necessary. Portable lamps supplied with current through flexible cables shall not be permitted. Self-contained battery-fed lamps, similar to those used in fiery mines, must be provided for use in such spaces.
The fire extinguishing appliances should comply in all respects with the Merchant Shipping (Fire appliances) Regulations 1935, excepting in the case of ships engaged in special Trades (Simla Rules) which may claim certain exemptions under paragraph 6 of those regulations.
A plan, suitably mounted, of the oil piping arrangements should be furnished for the guidance of the engineers; also printed or typed instructions regarding the system, special attention being drawn to the following items—
The escape of oil fuel heated to or above the flash-point is most dangerous, and may result in an explosion or a fire should a naked light come into contact with the highly inflammable gas or spray which is evolved.
After lighting the burners, the torches should on no account be thrown away before they have been carefully extinguished by means of the appliances provided for the purpose.
Cleanliness is essential to safety, and no oil should be allowed to accumulate in the bilges or gutter ways or on the tank tops. In the boiler and pump rooms these parts should be washed out at least twice a day, or oftener if required, with a hose having a conductor, and the wells should then be pumped dry.
Before any tank or bunker which has contained oil fuel is entered for any purpose, the oil should be entirely removed, and care should be taken that all oil vapour is also removed by steaming and by efficient ventilation. Satisfactory tests of the atmosphere in the tanks or bunker should be made to ensure safety before inspection or work in them is begun.
The following recommendations which have been adopted on many vessels are the result of the experience of operating oil fuel installations during the last few years—
In order to avoid oil fuel being wasted, or being discharged into the waters of harbours and other navigable waters, it is desirable that an overflow tank of suitable capacity and fitted with an alarm device should be arranged to receive the overflow from oil storage and settling tanks and the discharge from relief valves on filling lines.
Very great care should be exercised in the case of installations in which coal or oil fuel may be used alternately, and the indiscriminate use of oil or coal is strongly deprecated. In every case, before a change from coal to oil is made, all dust and coal debris should be removed and the entire stokehold thoroughly washed down and cleaned; the latter process should be carried out on reversion from oil to coal.
Details of galleys equipped with oil fired cooking ranges should be submitted for consideration before being passed on passenger vessels.
The following general principles should be observed—
The galley should be constructed of steel. It should be properly ventilated, and suitably insulated from adjacent woodwork.
The position of the galley should be such as to ensure that a fire in that space will not prevent the escape of passengers and crew from their respective quarters.
The oil fuel tanks should desirably be placed outside the galley, and the supply of oil to the burners should be controlled from the outside.
The oil tanks should be fitted with air pipes, led to a suitable height. The open ends should be fitted with wire gauze. Convenient means for filling the tanks should be provided so that oil is not spilled on to the deck.
The flash-point of the fuel oil should not be less than 150°F.
A suitable number of portable froth extinguishers should be provided and arranged in convenient and accessible positions.
Shafts should be constructed to dimensions which will keep stresses within reasonable and safe limits.
For engines of ordinary types working on four or two-stroke cycles, shafts designed to the rules of Lloyd’s Register of Shipping, British Corporation, and the Bureau Veritas may be accepted.
When the initial pressure exceeds 500 lbs. per square inch, or if the engines are double-acting or of other special types, the case should be submitted with the necessary particulars of the engines.
The proportions of built crank shafts and couplings and the diameters of tube and propeller shafts should be designed in accordance with the requirements for the shafting of steam engines.
The material of all shafts should be tested in accordance with paragraph 245.
The water passages of the cylinders, covers, and pistons should be hydraulically tested to at least 30 lbs. per square inch.
Cylinder liners should be made of close-grained cast iron of suitable quality. Liners that are completely machined inside and out need not be hydraulically tested provided that there is no evidence of unsoundness, and that they are not less in thickness at the upper part than 1/15 of the inside diameter of the cylinder.
With an air pressure of 300 lbs. per square inch the capacity of the air receivers for manoeuvring purposes should not be less than about 10 times the total cylinder volume of four cylinder engines, and seven times the total cylinder volume of engines with six or more cylinders. These proportions should be modified when necessary to suit the air pressure and number of cylinders in any particular case.
The foregoing should be regarded as the minimum in any passenger vessel, especially when it is habitually manoeuvred in rivers, estuaries or difficult approaches to docks, but in no case should the capacity of the receivers be less than is required to contain sufficient air to permit of at least twelve consecutive startings of each main engine without replenishment from the compressors.
Riveted air receivers shall comply with the rules for cylindrical steam boilers as regards the cylindrical portion of the shell.
The working pressure allowed on dished ends which are convex outside, as usually fitted, should not exceed that obtained by the following rule—
| W.P. = | (18 × S × t) | ||
| R |
| where | W.P. | = | working pressure in lbs. per square inch, |
| S | = | minimum tensile strength of the dished plate in tons per square inch, | |
| R | = | inside radius of end which should not exceed the diameter of the shell, | |
| t | = | thickness in 32nds of an inch. |
The inside radius of the curvature at the flange must not be less than four times the thickness of the dished end plate, and must in no case be less than 2 1/2 inches.
When a dished end has a manhole in it the thickness of the dished end plate, as found by the rule, must be increased by 4/32nds of an inch.
Riveted receivers shall be tested hydraulically to a pressure of (1 1/2 W.P. + 50) lbs. per square inch.
Means of access to the receivers shall be provided. They shall be fitted with efficient drains for removing oil and water, and also with relief valves and fusible plugs in accordance with the requirements of paragraph 283.
High pressure air bottles should be solid drawn, and made of mild steel of suitable quality.
The ends should be worked down from the solid-drawn tube.
The tubes should be gauged after drawing and they should be of reasonably uniform thickness. If the material has been tested with satisfactory results , and the thickness gauged by the surveyor before the ends are closed, a maximum working pressure not exceeding that obtained from the following formula may be allowed—
| W.P. = | (35 × S × t) | ||
| D |
| where | W.P. | = | working pressure in lbs. per square inch, |
| S | = | transverse tensile strength of tube in tons per square inch, | |
| D | = | internal diameter of bottle in inches, | |
| t | = | thickness of the material in 32nds of an inch. |
The bottles shall be carefully annealed and afterwards tested hydraulically to twice the working pressure allowed.
The bottles shall be fitted with efficient drains for removing oil and water, and with relief valves and fusible plugs, in accordance with the requirements of paragraph 283(b). Means for internal inspection and cleaning shall be provided.
The thickness of solid-drawn steel pipes should not be less than is obtained from the formula:
| t = | W.P. × D | + 5 | |
| 120 |
The thickness of solid-drawn copper pipes should be not less than is obtained from the formula:
| t = | W.P. × D | + 3 | |
| 60 |
| where | W.P. | = | working pressure in lbs. per square inch, |
| t | = | thickness of tube in one-hundredth of an inch, | |
| D | = | internal diameter in inches. (G.N.A. 169 of 1950) |
Fuel oil and blast air pipes shall be solid-drawn. Couplings, unions, and flanges should be well secured to the pipes, and couplings should fit metal to metal.
All pipes subject to internal pressure should be tested hydraulically to twice the working pressure or alternatively to at least 1,000 lbs. in excess of the working pressure.
At least two pumps, each capable of maintaining an effective cooling service, should be available. Sight discharges or other suitable means should be provided for ascertaining readily that the service is in order and that water is circulated in sufficient quantity through each branch circuit to cylinders, pistons, etc. The water passages should be formed to avoid air pockets, and where air may lodge pet-cocks should be fitted.
Suitably placed sighting doors should be provided in cylinder jackets and covers for cleaning and inspection, and strainers should be fitted to the pump suctions which can be cleaned from inside the ship.
The test cocks on exhaust manifolds should be of the straight through type and should be kept clear so that leakage of cooling water may be readily ascertained.
A spare lubricating oil pump should be provided. Air locks in the system should be avoided, and the suctions should not draw air in any ordinary conditions of service at sea.
A pressure gauge should be fitted and there should be provision made for ascertaining by sight that oil is circulated in sufficient quantity to all parts connected with the system.
Suitable strainers should be fitted, and at least two pumps should be available for circulating water through the oil coolers.
Where fuel is injected by air, one main air compressor should be provided for each set of main engines; and, in addition, for single screw engines an auxiliary compressor capable of supplying air to keep the engines going at a reasonable speed (about three-quarter power).
When twin-engines are fitted, with two main compressors, an auxiliary compressor shall be provided which shall be capable of supplying air to one engine at about three-quarter power.
If, however, each main compressor is sufficiently large to supply both of the twin-engines the auxiliary compressor may be of smaller size. In all cases the arrangements and the total capacity of the blast air bottles should be such as to permit of any one working air bottle being out of action without affecting the power of the main engines.
One auxiliary compressor, which may be an additional one of small size, shall be so driven by oil or steam engine that it will be available at any time for charging the air receivers when there is no compressed air for starting purposes.
The high pressure compressor cylinders should be tested by hydraulic pressure to twice the working pressure. All cooling coals should be tested by hydraulic pressure to twice the working pressure of their respective stages.
Each engine cylinder should be fitted with an efficient relief valve, the discharge from which should be so directed as not to be harmful to those in attendance.
Relief valves suitably loaded should be fitted so that any possibility of over pressure in any manoeuvring air receiver, or blast air bottle shall be avoided. On any receiver or bottle which can be isolated from a relief valve a suitable fusible plug or plugs shall be fitted to discharge the contents in case of fire.
A relief valve should be fitted in the high-pressure discharge from each air compressor; and there should be a relief valve or safety diaphragm on the casing of the high pressure air cooler of the compressor so that ample relief will be afforded in the event of a high-pressure air tube bursting.
Oil separators should be fitted in the interstage and final discharge pipes of compressors, and it is also desirable that flame interceptors be fitted in both the compressor discharge and blast air line of piping.
Non-return valves should be fitted in the fuel pipe line to prevent blast air from entering the fuel pipes, and one or more non-return valves should also be fitted in each branch of the blast air piping to prevent the passage of oil or flame from the cylinders. The valve, or one of the valves so fitted should desirably be placed at or near the junction of the blast air pipes with the fuel valve casing.
The reversing gear should be such that when manipulated quickly from ahead to astern or vice versa there should be no possibility of the engine continuing to run in the direction contrary to that corresponding to the position of the gear.
If a boiler is fitted it should desirably be placed in a compartment separate from the main engine room. The oil burning installation should conform to the requirements of paragraphs 254 to 273 inclusive, in so far as they may be applied.
The oil storage and settling tanks should as regards construction and equipment conform to the requirements of paragraph 257, etc.
The machinery spaces should be amply ventilated, so that explosive vapour and noxious gases injurious to health may be exhausted from the engine room.
Exhaust pipes and silencers which may at exposed parts be liable to become heated to redness should be water cooled.
On all passenger steamships and motor vessels a sufficient outfit of stores and tools suitable for the service should be provided including a quantity of assorted bolts, nuts and washers; stock and dies; anvil and forge; drilling braces and drills; screw jack; blocks and lifting tackle; tube expanders for boiler, etc.
In addition the following spare gear should be provided—
Steamships with Reciprocating Engines: (E.R. 2 of 2021)
One set of piston springs.
Two piston rod bolts and nuts.
One pair crosshead brasses.
Two connecting rod bottom end bolts and nuts.
One pair bottom end brasses.
Two main bearing bolts and nuts.
One set of coupling bolts.
One set of feed pump valves.
One set of valves, if used, for each size of bilge pump.
One air pump bucket rod and one set air pump valves.
One circulating pump bucket and rod, or spindle and impeller.
One set circulating pump valves, if required.
One spring for each size of pump escape valve.
One safety-valve spring for each twelve valves of the same size.
Nine boiler tubes with three additional for each boiler.
Fifty condenser tubes with packing.
Steamships with Turbine Engines: (E.R. 2 of 2021)
Two bolts or studs with nuts for each size of rotor bearing.
Two bolts or studs with nuts for main gear bearing.
Two bolts or studs with nuts for pinion bearing.
One set of coupling bolts of each size.
One-twentieth of total number of bolts or studs and nuts for each turbine casing joint.
One-twentieth of total number of bolts or studs and nuts for each gear case joint.
One set bearing bushes for one gear wheel shaft.
One set bearing bushes for pinion shafts.
One-half set of packing rings or segments for each gland of rotor shafts so fitted, and half the number of springs fitted.
Two ordinary thrust horsehoes for main thrust-block, or sufficient pads for one face of Michell type of main thrust-block.
Turbine thrust and adjusting bushes with rings complete, or one set of pads of Michell type for one turbine of each size fitted.
One set of liners for adjusting block of different thicknesses.
Spare gear for pumps and boilers as for steam reciprocating engines.
Motor Ships with Diesel Engines: (E.R. 2 of 2021)
Main Engines and Compressors:
One cylinder cover complete with valves and fittings.
One additional set of valves for one cylinder complete with springs and fittings.
Total of half set for one engine of exhaust valves complete including those mentioned above.
One piston complete with springs, etc.
One additional set of piston rings.
Half number required of fuel valves.
One set of studs and nuts for each design of cylinder cover.
One set telescopic cooling pipes for each main engine if used.
One set skew wheels for cam shaft drive if used.
Two crosshead bearing bolts and nuts or one gudgeon pin if trunk pistons are used.
Two connecting rod bearing bolts and nuts.
Two main bearing bolts and nuts.
One set of crank coupling bolts.
One set of intermediate shaft coupling bolts.
One set of each size of piston rings used in the main air compressors.
One set of suction and delivery valves for each size used in compressor.
One fuel pump or all working parts for one fuel pump.
For each size of essential Auxiliary Diesel Engine:
One set of valves for one cylinder complete with springs and other fittings.
Fuel valves for one-half the number of cylinders.
One set of piston rings.
One set studs and nuts for one cylinder cover.
Two crosshead bearing bolts and nuts or one gudgeon pin which trunk pistons are used.
Two crank pin bearing bolts and nuts.
Two main bearing bolts and nuts.
One set of rings for one piston of each size used in the air compressor.
One set of suction and delivery valves for each size used in the air compressor.
One additional fuel pump, or all working parts for one fuel pump.
Auxiliary Pumps, Pipes, etc.:
One suction and one delivery valve for the daily fuel supply tank.
One set of suction and delivery valves for each size of bilge pump, if used, or one spare impeller and shaft if bilge pumps are of the Electric Rotary Type.
A supply of piping and couplings for the high pressure fuel and air systems.
In general, alternative machinery should be available to replace auxiliary machinery performing essential services in the event of derangement or breakdown. In certain cases not specifically referred to in the regulations as requiring to be fitted in duplicate, it may be sufficient if spares of parts are supplied.
In all cases a list of spares should be submitted for consideration.
When application is made for survey for passenger certificate in the case of a vessel propelled by electricity, the surveyor should be guided as to the survey of the hull and equipments by the regulations with respect to the survey of steamships. If the propelling machinery, or any portion of its accessories, is such as will, in the surveyor’s judgment, injuriously affect the hull or equipments, or any portion thereof, the surveyor should report fully to the Principal Surveyor of Ships regarding the effects anticipated, and the means, if any, for preventing them, which the owner is willing to adopt.
With regard to the propelling machinery employed (including accessories), the surveyor should, before issuing his declaration, report fully to the Principal Surveyor of Ships as to the principles involved in its construction, and as to the external dangers, if any, which would in his judgment attend its use, such plans being appended to the report as may be necessary to make it intelligible. The estimated speed of the vessel in knots, the number of revolutions of the propelling shaft, and the probable time which the machinery is capable of maintaining that speed should be included in that report.
The issue of the statutory declarations for vessels propelled in any manner not contemplated by the Government regulations should in all cases be withheld until the sanction of the Principal Surveyor of Ships has been obtained.
Before the declaration is issued the ship should be tried in the surveyor’s presence for handiness in manoeuvring, going ahead, stopping and going astern.
Generators, motors, switch boards, wiring and electrical power and lighting installations generally will be accepted if constructed in accordance with the Regulations for the Electrical Equipment of Ships, issued by the Institution of Electrical Engineers.
The emergency generating set when fitted must be placed above the bulkhead deck. It should be self-contained, easily started and capable of running for thirty-six hours without replenishing the fuel tanks. The power should be sufficient for operating the emergency bilge pump and the boat lowering gear, if required, with all emergency lights on.
Particular attention should be paid to the adequate lighting of all spaces with a view to discouraging the crew from making dangerous connexions by means of stripping bare the main cables or leads.
A wiring plan showing all circuits and the necessary particulars of generators, motors, fittings, etc. should be submitted.
No alterations or additional lights are to be inserted in any circuit unless approved by an engineer surveyor, who will witness a megger test if necessary.
The stock, tiller and rudder should be of adequate strength, and the material should be tested. The dimensions of the parts mentioned may be readily checked, but it is equally important that all parts of the gear, including rods, chains, shackles, fair leads, etc., should also be well made and of ample strength corresponding with the power of the gear. The steering gear, including chains, should be thoroughly overhauled at every survey, and taken to pieces and thoroughly examined at least once a year. The chains and blocks that are liable to interfere with or endanger the passengers or crew should be guarded by portable but properly secured guards.
With the view of relieving, as far as practicable, the rudders of ships from severe and sudden shocks, springs or other suitable buffer arrangements should be fitted to all power steering gears.
The steam and exhaust pipes of steam steering engines should be at least of the same internal diameter respectively as the steam and exhaust connexions on the cylinders. The arrangements should be such that water will not readily lodge either in the cylinders or in the steam and exhaust pipes. Right-angled bends in the pipes should be avoided as much as possible, and the pipes should be used exclusively for the steering engines. When this is not the case, full particulars and sketches should be submitted to the Principal Surveyor of Ships for consideration.
It is very desirable that the man at the helm should be so placed that he has a clear look-out ahead, more especially in steamships that frequent crowded harbours or rivers; and, in the case of steam or motor launches, the surveyor should insist on suitable provision being made for ensuring that the view of the helmsman cannot be obstructed by passengers.
Ships shall be provided with an auxiliary steering apparatus which, however, may be of less power than the main apparatus and need not be worked by steam or other mechanical power, provided adequate arrangements for manual operation are practicable. A duplicate main steering power plant may be considered as an auxiliary steering apparatus within the meaning of this paragraph.
A spare tiller, which has been properly fitted to the rudder-head should, in all passenger steamships, be kept near the after steering gear ready for immediate service, unless the working tiller is of special design and strength, in which case a spare tiller may not be required, but full particulars should be submitted for the consideration of the Principal Surveyor of Ships. In large steamships the spare tiller if required should be attached to the rudder-head ready for immediate use. Order spares should be carried as indicated by the surveyor.
An efficient brake shall be fitted to enable the gear or tiller to be changed should this become necessary.
In view of the provisions of subsection (1) of section 29 of the Merchant Shipping (Safety and Load Line Conventions) Act 1932, which requires that on British ships helm orders are to be given in the direct sense, the surveyor shall, before passing a steering gear, ascertain by actual trial that whenever the wheel is turned over from the midship position the rudder blade moves in the same direction as the wheel is turned, that is, to the right or left of the ship respectively; and if any “tell-tale” or other indicating device is fitted, he should also see that the pointer moves in the same direction as the wheel is turned.
In the case of passenger steamships or launches coming under survey for the first time, the surveyor should before issuing a declaration, be satisfied with the behaviour of the vessel when the helm is put hard over while the vessel is running at full speed. The time taken to put the helm hard over, and the behaviour of the vessel during the steering tests should be reported. In the cases of passenger vessels and launches having exceptional speed relatively to their dimensions the angle of heel obtained should be carefully ascertained.
[cf. 1932 c. 9 U.K.]
Ships shall have sufficient power for going astern to secure proper control of the ship in all circumstances. The astern power should generally be not less than 60 per cent of the ahead power.
Where the auxiliary machinery, including the steering gear, is entirely or almost entirely electrically driven, the starting switches should as far as possible be placed on a single panel. Means shall be provided to ensure a continuous supply of power to the steering gear, circulating pumps in steamers or cooling pumps in motor vessels, and lubricating pumps, and also to the navigation lights and a reasonable number of lights essential for navigating the ship and working the engines.
When generators are run in parallel, the cut-outs should be so arranged that in the event of partial failure of the supply, non-essential services are cut out first, retaining the essential services mentioned above in circuit with the generator or generators remaining in operation.
In a vessel fitted with a closed feed system it is desirable that means be provided for automatically shutting off steam from the main engines before over pressure occurs in the condenser.
The surveyor should occasionally test the accuracy of the machines used by steel makers and others for testing material intended for boilers and machinery. Standard steel measures, which should be used with great care, are provided by the Government for this purpose.
Such machines should be thoroughly overhauled and verified at intervals not exceeding twelve months. The surveyor should not certify to the makers or owners, that the apparatus is correct; but, when it is found accurate; they may see the necessary tests made with it; if not reasonably accurate the surveyor should decline to witness tests made by it.
These regulations may be cited as the Merchant Shipping (Instructions to Surveyors) (Passenger Ships) Regulations.
A flooding curve for a vessel floating at a given water line and with given permeability is one showing, for any point in the vessel’s length, the maximum length of compartment (having its centre of length at the point in question) which can be laid open to the sea without at any point immersing a margin line drawn three inches below the upper surface of the bulkhead deck, at side.
The length of compartment defined above is the “floodable length” at the point and is expressed as a percentage of the vessel’s length.
The size and shape of a flooding curve depend principally on the freeboard ratio (see notes which follow), and on the permeability of the flooded space (see definition, par. 6); they depend, also, to a smaller extent, on the character of the lines of the vessel and on the sheer of the margin lines forward and aft (see notes which follow). Using the same vertical and horizontal scales for percentage of length, the ends of a flooding curve terminate on straight lines drawn through points in the base line representing the positions of the fore and after perpendiculars, at an angle 0, where tan. 0 = 2. These lines are called the forward and after terminals respectively.
Paragraph 9 requires that, in determining the floodable length, a uniform permeability shall be assumed throughout the machinery space, another for the fore and outside that space, and a third for the after end, all up to the margin line. It will be seen therefore that; for a given vessel, three flooding curves must in general be drawn more or less completely, corresponding to the three different permeabilities, the significant part of each depending on the positions of the machinery bulkheads.
In order to determine curves of floodable length for any ship having prescribed permeability, block coefficient, freeboard ratio and sheer ratios, the Standard Diagrams should be used. These give floodable lengths (for the two permeabilities 60 per cent and 100 per cent), for a definite standard family of ship forms of differing block coefficients, freeboard ratios and sheer ratios. The floodable lengths obtained are in every case to be set off at right angles to the base line of the floodable length curve. For the two permeabilities mentioned, the curves of floodable length for any vessel of the standard form can be obtained directly from the cross curves given in the Plates, by the method indicated on Plate II; whilst for any other permeability the appropriate curve may be obtained (including terminal points) as follows—
If l1 be the floodable length at the point considered for permeability 100 per cent and l2 be the floodable length at that point considered for permeability 60 per cent, then the floodable length (l3) at that point for a permeability μ will be given by:
| l3 = | l1 + | 3 | [ l2 - l1 ] | 100 | - ] | ||
| 2 | μ |
A convenient method of arranging the work to obtain the required curves is indicated in Table 2 of this Appendix.
If the vessel under consideration conforms to standard type, that is to say, if the coefficients (see Table 1 of this Appendix) closely approximate to those given on * Plates XXVI and XXVII for the standard form, the floodable length curve determined as above will hold good for the vessel under consideration. If, however, there are differences in these respects the curve obtained as above should be modified as follows—
Let A, Fig. 1, mark the fore-and-aft position of the centre of flotation of mean water plane of the standard form, and A1 that of the corresponding point for the ship under consideration, the horizontal distance between them being mL where L is the length of the ship. Take any point P on the standard form curve, distant x ¯ from A, the ratio x̄ L being represented by p, so that the valve of p varies according to the position of P Then the longitudinal position of the point P1 on the new curve, corresponding to the point P on the old, is given by:
| x ¯ 1 = | x × | n1 | × | a | ÷ [ 1 ± m | ap | ] | ||
| n | a1 | n |
where n and n1 are the moment of inertia coefficients (see notes which follow) of the mean waterplane of the standard form and the new form respectively. The length of the ordinate M1 P1 is given by:
| M1P1 = M P × | a1 | × | β1 | × [1 ± m | ap | ] | ||
| a | β | n |
and a and a1 are the sectional area coefficients (see notes which follow) of the mean waterplanes of the standard form and the new form respectively and β and β1 are the sectional area coefficients (see notes which follow) of the standard form and the new form respectively, at M P and M1P1.
Fig. 1
| The plates referred to are given in the Standard Diagrams of Floodable Lengths, etc. |
The sign to be used in the last factor of the above expressions will be + when the centre of floatation of the mean waterplane of the new form is before, and - when it is abaft, that of the standard form for sections forward of the centre of flotation, and the opposite sign for sections abaft the centre of flotation. This work may be conveniently arranged as in Table 3 of this Appendix. The coefficients required for a new ship may be conveniently recorded as indicated in Table 1, whilst the similar in formation for standard form is given on *Plates XXVI and XXVII.
It may be noted that, if the longitudinal position of the centre of flotation of mean waterplane does not very materially differ from that of the corresponding standard form, the {1 ± m ap n } may without material error be omitted for both length of ordinate and its position.
The curves of permissible length are obtained from the curve of floodable length by suing the appropriate factor of subdivision; and it will be noted that these curves will not extend at the ends to the terminal lines. They can, however, be drawn in, when required, with sufficient accuracy, by means of the construction shown in Fig. 2: Make A B = 2 A D, and B C = 4 D E, A being the lowest point of the curve of permissible length, and A B horizontal; then a fair curve may be drawn through A E C to meet the terminal line as shown in the diagram.
Fig. 2
| The plates referred to are given in the Standard Diagrams of Floodable Lengths, etc. |
Notes
The perpendiculars are taken at the extreme ends of the subdivision loadline. Amidships is the middles of the length between these perpendiculars. The load waterplane is that used in determining the subdivision of the ship, and is parallel to the keel, whilst the mean waterplane is midway between the load waterplane and that drawn parallel thereto touching the lowest point of the margin line. Areas and volumes are measured to moulded lines.
The sheer line or margin line for a ship of standard form consists of two ordinary parabolas, each with apex at amidships and axis vertical, passing, at amidships and at the ends, through points three inches below the surface of the bulkhead deck at side.
Corrected margin line—If the actual margin line either forward of aft is not of ordinary parabolic form,* or if its lowest point is not at amidships, a margin line of ordinary parabolic form is to be drawn with its apex amidships level with the lowest point of the actual margin line, and intersecting the latter either at a point 1/4th of the ship’s length from amidships or at the perpendicular according as the actual sheer at the 1/4th length position. (See Diagram 1 of this Appendix.) (E.R. 2 of 2021)
Freeboard ratio, f d , is the ratio between the freeboard to margin line amidships (corrected as necessary) and the draft amidships to top of keel. The sheer ratio forward or aft is the ratio of the sheer of the margin line at the forward or after perpendicular respectively, measured from the horizontal line through the lowest point of margin line, to the draft amidships to top of keel.
The mean waterplane area coefficient (a) is the actual area of mean waterplane divided by L B; and the mean waterplane moment of inertia coefficient (n) is the actual moment of inertia of mean waterplane about a transverse axis through its centre of flotation divided by L3 B, where L and B are the length and breadth of the vessel respectively as given in Table 1 of this Appendix. The sectional area coefficient for any transverse section is the actual area of that section up to the margin line divided by B d, where d is the draft amidships. Knowing these coefficients for the sections given in Table 1, a curve of coefficients may be drawn, and values obtained for any intermediate sections as desired.
| A sheer line of ordinary parabolic form is one in which the sheer forward and aft measured at points 1/8th, 1/4th, and 3/8ths of the length of the ship from the perpendicular is 9/16ths, 1/4th and 1/16th respectively of the sheer at the perpendicular. |
| B.H. 2A. | |
| S.L.S. No. | |
| FLOODING CALCULATION.criterion numeral, factor of subdivision, average permeabilities, etc. | |
| Name of Ship | |
| Builders and No. of Ship | |
| Names of Owners | |
| Class of Certificate required | |
| Intended Service | |
| Classification Society | |
| Loadline Assignment by | |
| Criterion Numeral (Cs).* | ||||||||
| Subdivision Length | (L) = | ft. | cub. ft. | |||||
| No. of Passengers | (N) = | |||||||
| .6 × L × N | (P1) = | cub. ft. | From Page 3 of B.H. 2A. | { | Whole Volume of | |||
| (1) P1 greater than P. | Ship | (V) = | ||||||
| Cs = 72 | M + 2P1 | = | Volume of Machinery | |||||
| V + P1 - P | Space, etc. | (M) = | ||||||
| (2) P1 not greater than P. | Volume of Passenger | |||||||
| Cs = 72 | M + 2P | = | and Crew Space | (P) = | ||||
| V | ||||||||
| { | No. of berthed passengers | |||||||
| above margin line | (N) = | Cs = 72 | M + 3 2 P1 | |||||
| V + P1 - P | ||||||||
| Area measured above margin | ||||||||
| line | (A) = | |||||||
| P + 7A + .4LN | (P1) = | |||||||
| * Not applicable to any ships not exceeding 60 tons net register other than public ferries. | ||||||||
| Applicable to ships intended for service in the Simla special trades. See paragraph 56. | ||||||||
| Factor of Subdivision (F). | ||||||
| (1) L = 430 ft. and upwards. | ||||||
| Factor from Curve A: | A | = | 190 | + .18 | = |
| L - 198 |
| Factor from Curve B: | B | = | 100 | + .18 | = |
| L - 138 |
| Required Factor: | F | = | A - | (A - B) (Cs - 23) | = |
| 100 | |||||
| (2) L = Less than 430 ft. and not less than 260 ft. (Cs not less than S) |
| S = | 4691 - 10L | = | Required Factor: F = 1 - | (1 - B)(Cs - S) | = |
| 17 | 123 - S | ||||
| (3) When Cs is less than S, and in all ships less than 260 ft. in length the subdivision is to be governed by the factor unity. | |
| Average Permeability ( ) of After End. § | |||||||||
| Passenger and Crew Spaces or Other Spaces | (a) (b) | Whole Volume of After End. | |||||||
| Compartment (Reference letters as in B.H. 1.) | Identification Measurements. | Volume. Cub. ft. | Longitudinal Extent. | Volume Cub. ft. | |||||
| Length. | Breadth. | Depth. | |||||||
| Abaft Bulkhead | |||||||||
| No. .................... | |||||||||
| (1) Total (v) = | |||||||||
| μ = 63 + 35 a v | = | ||||||||
| = | |||||||||
| or 95 - 35 b v | = | ||||||||
| = | |||||||||
| (a) | } | P. F. = 100 - μ μ × 1.5 | |||||||
| (4) Total | or | = | |||||||
| (b) | |||||||||
| Applicable to all International Voyage Ships except River Trade. | |
| Applicable to International River Trade Ships. | |
| Delete parts not required. | |
| § | For public ferries the average permeability (μ) is to be taken at 95. |
| Average Permeability ( ) of Forward End. § | |||||||||
| Passenger and Crew Spaces or Other Spaces | (a) (b) | Whole Volume of Forward End. | |||||||
| Compartment (Reference letters as in B.H. 1.) | Identification Measurements. | Volume. Cub. ft. | Longitudinal Extent. | Volume Cub. ft. | |||||
| Length. | Breadth. | Depth. | |||||||
| Before Bulkhead | |||||||||
| No. .................... | |||||||||
| (2) Total (v) = | |||||||||
| μ = 63 + 35 a v | = | ||||||||
| = | |||||||||
| or 95 - 35 b v | = | ||||||||
| = | |||||||||
| (a) | } | P. F. = 100 - μ μ × 1.5 | |||||||
| (5) Total | or | = | |||||||
| (b) | |||||||||
| Average Permeability ( ) of Machinery Space. §§ | |||||||||||
| Passenger and Crew Spaces. (a) | Whole Volume of Machinery Space. | ||||||||||
| Identification Measurements. | Volume. Cub. ft. | Longitudinal Extent. | Volume Cub. ft. | ||||||||
| Length. | Breadth. | Depth. | |||||||||
| Between Bulkheads | |||||||||||
| Nos. .................... | |||||||||||
| (3) Total (v) = | |||||||||||
| μ = 80 + 12.5 a - c v | { | } | |||||||||
| (6) Total (a) = | |||||||||||
| = | |||||||||||
| P. F. = 100 - μ μ × 1.5 = | |||||||||||
| Applicable to all International Voyage Ships except River Trade. | |
| Applicable to International River Trade Ships. | |
| Delete parts not required. | |
| § | For public ferries the average permeability (μ) is to be taken at 95. |
| Applicable to all International Voyage ships except River Trade. | |
| §§ | For International River Trade Ships and public ferries the average permeability (μ) is to be taken at 80 in steamships and at 85 in ships fitted with internal combustion engines. |
| Volumes for Criterion Numeral. | ||||
| Permanent Oil Fuel Bunkers Before and Abaft the Machinery Space. | ||||
| Compartment. | Volume above Inner Bottom or Line of Floors. Cub. ft. | Compartment. | Volume above Inner Bottom or Line of Floors. Cub. ft. | |
| Brought Forward | ||||
| Carried Forward | (7) Total = | |||
| Summary (For use on Page 1 of B.H. 2A.) | ||||||||
| Whole Volume (V). | Machinery Space, etc. (M). | Passenger and Crew Spaces (P). | ||||||
| Cub ft. | Cub ft. | Cub ft. | ||||||
| After End | (1) | Machinery Space | (3) | After End | (4) | |||
| Forward End | (2) | Oil Fuel Bunkers | (7) | Forward End | (5) | |||
| Machinery Space | (3) | Machinery Space | (6) | |||||
| Total (V) = | Total (M) = | Total (P) = | ||||||
| Particulars Relating to Local Subdivision. | ||
| Main Compartment. | Whole Volume to Margin Line. | Dimensions and Volume of each Portion remaining intact after assuming damage over a length of .02L + 10 ft. |
| Surveyor’s Report. | ||
| I have checked the builders’ calculations required for the purpose of ascertaining the criterion numeral, factor of subdivision, permeabilities, etc., and am satisfied that the results shown on this Form are correct. | ||
| Signature of Ship Surveyor | ||
| Port | ||
| Date | ||
| FLOODING CALCULATION—TABLE 1 | B.H. 2. | |||
| Dimensions Coefficients of Form, etc. | ||||
| Name of Ship | Builders and No. of Ship | S.L.S. No. | ||
| Subdivision Length. ...... (L) | = ft. | Freeboard to Margin Line ...….…… (f) = | ft. | Freeboard Ratio | { | f d | } | = | Average Permeability (μ) (B.H. 2A.) | |||||||||||||
| Subdivision Breadth.…...(B) | = ,, | Subdivision Draft ....….…...…........... (d) = | ,, | |||||||||||||||||||
| Moulded Depth...….…...(D) | = ,, | Sheer of Margin Line Forward ….. (Sf) = | ,, | Sheer Ratio Forward | { | Sf d | } | = | After End. | Machy. Space. | Forward End. | |||||||||||
| Subdivision Depth.....(d + f) | = ,, | |||||||||||||||||||||
| Fall in Sheer (if any) ..….... | = ,, | Sheer of Margin Line Aft ....…...... (Sa) = | ,, | Sheer Ratio Aft | { | Sa d | } | = | ||||||||||||||
| Thickness of Bulkhead Deck .….…......... | = ,, | Criterion Numeral (B.H. 2A) (Cs) …..... = | ,, | |||||||||||||||||||
| Factor of Subdivision (B.H.2A) (F) | = | |||||||||||||||||||||
| Block Coefficient. | Coefficients of Mean waterplane. | |||||||||||||||||||||
| * Volume of Displacement | = | a1 = | Area | = | n1= | Long Momt. of Inertia | = | Centre of Flotation | ||||||||||||||
| L × B × d | L × B | L3 × B | Forward Aft of Amidships = ft. | |||||||||||||||||||
| = | = | = | ||||||||||||||||||||
| = per cent of L. | ||||||||||||||||||||||
| Sectional Area Coefficients (B1) = | Area of Section to Margin Line* | |||||||||||||||||||||
| B × d | ||||||||||||||||||||||
| Ordinate from After Perpendicular (per cent of L): | 0 | 10 | 15 | 20 | 30 | 40 | 45 | 50 | 60 | 70 | 80 | 85 | 90 | |||||||||
| Coefficient | ||||||||||||||||||||||
| * Inclusive of shaft bossing. | SURVEYOR’S REPORT. | |||||||||||||||||||||
| As corrected. | I have carefully checked the Builder’s calculations and am satisfied that the particulars shown on this Form are correct. | |||||||||||||||||||||
| Note.—For definitions, etc., see paragraph 6 and Notes Appendix I of the instructions. | ||||||||||||||||||||||
| _____________ | ||||||||||||||||||||||
| SISTER SHIPS (IF ANY). | ||||||||||||||||||||||
| Name of Ship. | Builders and No. of Ship. | S.L.S. No. | ||||||||||||||||||||
| Signature of Ship Surveyor | ||||||||||||||||||||||
| Port | ||||||||||||||||||||||
| Date | ||||||||||||||||||||||
| FLOODING CALCULATION—TABLE 2 | C.B. 33. | |||
| Floodable Lengths for Ship of Standard Form (expressed as a percentage of the Length (L) of the Ship). | ||||
| Name of Ship | Builders and No. of Ship | S.L.S. No. | ||
| Ratios from B.H. 2. | For any permeability μ, the permeability factor (P.F.) is given by 1.5 [ 100 - μ μ ] | |||||||||
| Block Coefficient | = | |||||||||
| Freeboard Ratio | = | For Floodable Lengths for μ = 63 may be taken as .95 of the Floodable Lengths for μ = 60. | ||||||||
| Sheer Ratio Forward | = | |||||||||
| Sheer Ratio Aft | = | For Floodable Lengths for μ = 95 may be taken as 1.06 of the Floodable Lengths for μ = 100. | ||||||||
| Distance of Ordinate from the After Perpendicular. | Floodable Lengths from Cross Curves. | Col. (2) - Col. (1). | After End. | Machinery Space. | Forward End. | |||||
| μ = | P. F. = | μ = | P. F. = | μ = | P. F. = | |||||
| Per cent of L. | μ = 100 | μ = 60 | Col. (3) × P.F. | Floodable Length. | Col. (3) × P.F. | Floodable Length. | Col. (3) × P.F. | Floodable Length. | ||
| Col. (4) + Col. (1). | Col. (6) + Col. (1). | Col. (8) + Col. (1). | ||||||||
| (1) | (2) | (3) | (4)* | (5)* | (6)* | (7)* | (8)* | (9)* | ||
| A.T. | ||||||||||
| 15 | ||||||||||
| 20 | ||||||||||
| 30 | ||||||||||
| 40 | ||||||||||
| 45 | ||||||||||
| 50 | ||||||||||
| 60 | ||||||||||
| 70 | ||||||||||
| 80 | ||||||||||
| 85 | ||||||||||
| F.T. | ||||||||||
| * | In filling in these columns, omissions will be found possible outside the spaces concerned. | Calculations by | |
| See Standard Diagrams of Floodable Lengths, etc. | Checked by | ||
| Date |
| FLOODING CALCULATION—TABLE 3 | C.B. 34. | |||||||||||||||||||
| Corrected Floodable and Permissible Lengths for Ship. | ||||||||||||||||||||
| Name of Ship | Builders and No. of Ship | S.L.S. No. | ||||||||||||||||||
| Ratios, etc., (from B.H.2 and B.H.2A). | Coefficients of Mean Waterplane. | Constants. | ||||||||||||||||||
| Block Coefficient | = | For Standard Form (from Cross Curves) | For Ship (from B.H.2). | ma n | = | |||||||||||||||
| Freeboard Ratio | = | a = | n = | a1 = | n1 = | a i a | = | |||||||||||||
| Sheer Ratio Forward | = | Centre of Floatation Abaft Amidships, (per cent of L) | } | = | Centre of Floatation Before Abaft Amidships (per cent of L) = | n i n × a a i | = | |||||||||||||
| Sheer Ratio Aft | = | Centre of Flotation of Ship Before Abaft that of Standard Form per cent of L = .......................................................... = 100m | ||||||||||||||||||
| Factor of Subdivision (F) | = | m = ................................................................................ | ||||||||||||||||||
| For Standard Form. | *Values of 1 ± m.a. n × p. | n i n × a a i divided by Figures in Col. (5). | Distance of New Ordinates from Centre of Floatation of Ship ( x 1 ) ¯ Figures in Col. 2 × Figures in Col. 6. | Distance of New Ordinates from Amid-ships. | Sectional Area Coefficients for Ship at New Ordinates | Form Correction Factor = Figures in Col. (5) multiplied by a i a × β β i | Forward and After Ends. | Machinery Space. | ||||||||||||
| Distance of Ordinate from A.P. | Distance of Ordinate from Centre of Floatation ( x ) ¯ . | Values of p = Col. (2) ÷ 100. | Sectional Area Coefficients from Cross Curves. | Standard Form. | Ship. | Standard Form. | Ship. | |||||||||||||
| Floodable Lengths from C.B. 33. | Floodable Lengths at New Ordinates. | Permissible Lengths at New Ordinates. | 90% Floatable Lengths | Floodable Lengths from C.B. 33. | Floodable Lengths at New Ordinates. | Permissible Lengths at New Ordinates. | 90% Floatable Lengths. | |||||||||||||
| β | β1 | Col. (11) × Col. (10). | Col (12) × F. | Col. (12) × .9. | Col. (15)× Col. (10). | Col (16) × F. | Col. (16) × .9. | |||||||||||||
| (1)§ | (2)§ | (3) | (4) | (5) | (6) | (7)§ | (8)§ | (9) | (10) | (11)§ | (12)§ | (13)§ | (14)§ | (15)§ | (16)§ | (17)§ | (18)§ | |||
| After Body. | { | A.T. | ||||||||||||||||||
| 15 | ||||||||||||||||||||
| 20 | ||||||||||||||||||||
| 30 | ||||||||||||||||||||
| 40 | ||||||||||||||||||||
| 45 | ||||||||||||||||||||
| Fore Body. | { | 50 | ||||||||||||||||||
| 60 | ||||||||||||||||||||
| 70 | ||||||||||||||||||||
| 80 | ||||||||||||||||||||
| 85 | ||||||||||||||||||||
| F.T. | ||||||||||||||||||||
| * | When the centre of Flotation Ship is Before Abaft that of Standard Form the (±) sign is taken for the Fore Body and the ( ∓ ) sign for the After Body. | Calculations by | |||||
| Obtained from Curve of Coefficients (β1) drawn from particulars given in B.H.2. For use when bulkheads are “Stepped”. | Checked by | ||||||
| See Standard Diagrams of Floodable Lengths etc. | Date | ||||||
| § | Percentage of Length (L) of Ship. | ||||||
Diagram 1Margin Line(See Notes on Flooding Curves Appendix I)._
Margin Lines in Special Cases (Para. 7)Diagram 2 For compartments A, B, C and G the margin line derived from Deck I may be used. For the remaining compartments the margin line derived from Deck II is to be used. If the factor of subdivision is equal to or less than .5 the combined lengths C + D, F + G, and G + H, are to be governed by the lower margin line. _
Diagram 3 (L = Subdivision Length) For compartments A, B, C and D the margin line modified as indicated may be used. For the remaining compartments the margin will be that derived from Deck II. If the factor of subdivision is equal to or less than .5 the combined length of D and E must not exceed twice the permissible length given by the Deck II margin line. _
Margin Lines in Special Cases (continued)Diagram 4 If the factor of subdivision is equal to or less than .5 the combined lengths D + C, and G + F, are to be governed by the margin line derived from Deck I. _
Diagram 5 If the factor of subdivision is equal to or less than .5 the combined length of E and F is to be governed by the lower margin line. _
Margin Lines in Special Cases (continued)Diagram 6 If the factor of subdivision is equal to or less than .5 the combined length of E and F is to be governed by the lower margin line. _
Diagram 7Recesses in W.T. Bulkheadssee Paragraph 13. _
Diagram 8Steps in W.T. Bulkheadssee Paragraph 13.ElevationDotted lines show transverse subdivision withplane bulkheads. Full lines showarrangement to compensate for step EFG_
Diagram 9see Paragraph 13.Elevation_
Diagram 10Recesses and Steps in W.T. Bulkheadssee Paragraph 13.Elevation| Bulkhead AB is recessed as shown in sketch. The position of the equivalent plane bulkhead is given by X=volume FH of recess ÷ “A”, where “A” is the sectional area to margin line approximately midway between AB and CD. |
_
Diagram 11Double Bottomsee Paragraph 15._
Diagram 12Side Scuttlessee Paragraph 43. ⍻ If the sill of any side scuttle is below the line, the scuttle is
to comply with the requirement of the zone below._
| N.B. | It should be noted that the zone of any particular tier of side scuttles is determined by the sill which is farthest below the bulkhead Deck. This is not necessarily the sill of the lowest side scuttle in the tier. |
| Overall Length of Stiffener, including End Attachments, in feet. | Height of Bulkhead Deck above Top of Stiffener, in Feet. | |||||
| 0 | 2 | 4 | 6 | 8 | ||
| 8 | ★——Angles.——★ | 4×3×.3 | 4 1/2×3×.3 | 4 1/2×3×.34 | 5×3×.32 | 5 1/2×3×.32 |
| 9 | 4 1/2×3×.32 | 5×3×.32 | 5×3×.36 | 5 1/2×3×.36 | 6×3×.36 | |
| 10 | 5×3×.34 | 5 1/2×3×.34 | 6×3×.34 | 6×3×.38 | 5 1/2×3×.3 | |
| 11 | 5 1/2×3×.36 | 6×3×.34 | 5 1/2×3×.3 | 5 1/2×3×.36 | 6×3×.32 | |
| 12 | 6×3×.38 | 5 1/2×3×.32 | 6×3×.32 | 6×3×.36 | 6 1/2×3×.36 | |
| 13 | ★———————Bulb Angles.———————★ | 5 1/2×3×.34 | 6×3×.34 | 6 1/2×3×.34 | 6 1/2×3×.38 | 7×3×.38 |
| 14 | 6×3×.34 | 6 1/2×3×.34 | 7×3×.36 | 7×3×.4 | 7 1/2×3×.4 | |
| 15 | 6 1/2×3×.34 | 7×3×.36 | 7 1/2×3×.38 | 7 1/2×3×.42 | 8×3×.42 | |
| 16 | 7×3×.36 | 7 1/2×3×.38 | 8×3×.4 | 8×3×.44 | 8 1/2×3×.44 | |
| 17 | 7 1/2×3×.38 | 8×3×.4 | 8 1/2×3×.42 | 8 1/2×3×.46 | 9×3×.46 | |
| 18 | 8×3×.4 | 8 1/2×3×.42 | 9×3×.44 | 9×3×.48 | 9 1/2×3 1/2×.48 | |
| 19 | 8 1/2×3×.42 | 9×3×.44 | 9×3×.5 | 9 1/2×3 1/2×.48 | 10 ×3 1/2×.48 | |
| 20 | 9×3×.44 | 9 1/2×3 1/2×.46 | 10×3 1/2×.46 | 10 1/2×3 1/2×.5 | 10 1/2×3 1/2×.52 | |
| 21 | 9 1/2×3 1/2×.46 | 10×3 1/2×.46 | 10 1/2×3 1/2×.46 | 11 ×3 1/2×.48 | 11×3 1/2×.5 | |
| 22 | 10×3 1/2×.46 | 10 1/2×3 1/2×.46 | 11×3 1/2×.48 | 11 1/2×3 1/2×.48 | 12×3 1/2×.5 | |
| 23 | 10 1/2×3 1/2×.46 | 11×3 1/2×.48 | 11 1/2×3 1/2×.48 | 12×3 1/2×.5 | 12×3 1/2×.56 | |
| 24 | 11×3 1/2×.48 | 11 1/2×3 1/2×.48 | 12×3 1/2×.5 | .6 12×3 1/2×3 1/2×.46 | .6 12×3 1/2×3 1/2×.46 | |
| ★—— Channels.—— ★ | ||||||
Sizes of Bulkhead Stiffeners spaced 30 Inches apart and fitted with Bracket Attachments at Top and Bottom in accordance with Table 3.
| Overall Length of Stiffener, including End Attachments, in feet. | Height of Bulkhead Deck above Top of Stiffener, in Feet. | ||||
| 10 | 12 | 14 | 16 | ||
| ★—Angles.—★ | 5 1/2×3×.36 | 6×3×.34 | 6×3×.36 | 5 1/2×3×.3 | |
| 8 | |||||
| 9 | 6×3×.38 | 5 1/2×3×.3 | 5 1/2×3×.34 | 6×3×.32 | |
| 10 | 6×3×.32 | 6×3×.34 | 6×3×.36 | 6 1/2×3×.34 | |
| 11 | ★—————————Bulb Angles.———————— | 6 1/2×3×.34 | 6 1/2×3×.34 | 7×3×.34 | 7×3×.38 |
| 12 | 7×3×.36 | 7×3×.38 | 7 1/2×3×.38 | 7 1/2×3×.4 | |
| 13 | 7 1/2×3×.38 | 7 1/2×3×.4 | 8×3×.4 | 8×3×.44 | |
| 14 | 8×3×.4 | 8×3×.44 | 8 1/2×3×.42 | 9×3×.44 | |
| 15 | 8 1/2×3×.42 | 8 1/2×3×.46 | 9×3×.44 | 9×3×.5 | |
| 16 | 9×3×.44 | 9×3×.48 | 9 1/2×3 1/2×.46 | 10×3 1/2×.46 | |
| 17 | 9 1/2×3 1/2×.46 | 9 1/2×3 1/2×.48 | 10×3 1/2×.48 | 10 1/2×3 1/2×.48 | |
| 18 | 10×3 1/2×.46 | 10×3 1/2×.46 | 11×3 1/2×.48 | 11×3 1/2×.58 | |
| 19 | 10 1/2×3 1/2×.48 | 11×3 1/2×.48 | 11 1/2×3 1/2×.5 | 12×3 1/2×.5 | |
| 20 | 11×3 1/2×.48 | 11 1/2×3 1/2×.5 | 12×3 1/2×.5 | 12×3 1/2×.56 | |
| 21 | 11 1/2×3 1/2×.52 | 12×3 1/2×.52 | .6 12×3 1/2×3 1/2×.46 | .6 12×3 1/2×3 1/2×.48 | |
| 22 | 12×3 1/2×.54 | .6 12×3 1/2×3 1/2×.46 | .6 12×3 1/2×3 1/2×.54 | .625 12×4×4×.48 | |
| 23 | Channels.—★ | .6 12×3 1/2×3 1/2×.46 | .6 12×3 1/2×3 1/2×.56 | .625 12×4×4×.5 | .625 13×4×4×.48 |
| 24 | .625 12×4×4×.48 | .625 12×4×4×.54 | .625 13×4×4×.5 | .625 14×4×4×.48 | |
Sizes of Bulkhead Stiffeners spaced 30 Inches apart and fitted with Bracket Attachments at Top and Bottom in accordance with Table 3.
| Overall Length of Stiffener, including End Attachments, in feet. | Height of Bulkhead Deck above Top of Stiffener, in feet. | ||||
| 18 | 20 | 22 | 24 | ||
| 8 | —————————Bulb Angles.—————★ | 5 1/2×3×.3 | 5 1/2×3×.34 | 6×3×.32 | 6×3×.34 |
| 9 | 6×3×.34 | 6 1/2×3×.34 | 6 1/2×3×.34 | 6 1/2×3×.4 | |
| 10 | 6 1/2×3×.38 | 7×3×.36 | 7×3×.4 | 7 1/2×3×.38 | |
| 11 | 7 1/2×3×.38 | 7 1/2×3×.38 | 8×3×.4 | 8×3×.4 | |
| 12 | 8×3×.4 | 8×3×.42 | 8 1/2×3×.42 | 8 1/2×3×.44 | |
| 13 | 8 1/2×3×.42 | 9×3×.44 | 9×3×.44 | 9×3×.48 | |
| 14 | 9×3×.44 | 9 1/2×3 1/2×.46 | 9 1/2×3 1/2×.46 | 10×3 1/2×.46 | |
| 15 | 9 1/2×3 1/2×.46 | 10×3 1/2×.46 | 10 1/2×3 1/2×.46 | 10 1/2×3 1/2×.48 | |
| 16 | 10 1/2×3 1/2×.46 | 10 1/2×3 1/2×.5 | 11×3 1/2×.48 | 11×3 1/2×.5 | |
| 17 | 11×3 1/2×.48 | 11 1/2×3 1/2×.5 | 11 1/2×3 1/2×.5 | 12×3 1/2×.5 | |
| 18 | 11 1/2×3 1/2×.5 | 12×3 1/2×.5 | 12×3 1/2×.52 | .6 12×3 1/2×3 1/2×.46 | |
| 19 | ★————Channels.————★ | 12×3 1/2×.52 | .6 12×3 1/2×3 1/2×.46 | .6 12×3 1/2×3 1/2×.46 | .6 12×3 1/2×3 1/2×.52 |
| 20 | .6 12×3 1/2×3 1/2×.46 | .625 12×3 1/2×3 1/2×.52 | .625 12×4×4×.48 | .625 12×4×4×.52 | |
| 21 | .625 12×4×4×.48 | .625 12×4×4×.5 | .625 13×4×4×.48 | .625 13×4×4×.52 | |
| 22 | .625 13×4×4×.48 | .625 13×4×4×.5 | .625 14×4×4×.48 | .625 14×4×4×.52 | |
| 23 | .625 14×4×4×.48 | .625 14×4×4×.5 | .625 15×4×4×.48 | .625 15×4×4×.52 | |
| 24 | .625 15×4×4×.48 | .625 15×4×4×.5 | |||
Sizes of Bulkhead Stiffeners spaced 30 Inches apart and fitted with Bracket Attachments at Top and Bottom in accordance with Table 3
| Overall Length of Stiffener, including End Attachments, in feet. | Height of Bulkhead Deck above Top of Stiffener, in feet. | ||||
| 26 | 28 | 30 | 32 | ||
| 8 | ★———————Bulb Angles.——————★ | 6×3×.38 | 6 1/2×3×.34 | 6 1/2×3×.36 | 6 1/2×3×.38 |
| 9 | 7×3×.36 | 7×3×.4 | 7 1/2×3×.38 | 7 1/2×3×.38 | |
| 10 | 7 1/2×3×.38 | 7 1/2×3×.42 | 8×3×.4 | 8×3×.42 | |
| 11 | 8×3×.44 | 8 1/2×3×.42 | 8 1/2×3×.44 | 9×3×.44 | |
| 12 | 9×3×.44 | 9×3×.44 | 9×3×.5 | 9 1/2×3 1/2×.46 | |
| 13 | 9 1/2×3 1/2×.46 | 9 1/2×3 1/2×.48 | 10×3 1/2×.46 | 10×3 1/2×.48 | |
| 14 | 10×3 1/2×.48 | 10 1/2×3 1/2×.46 | 10 1/2×3 1/2×.5 | 11×3 1/2×.48 | |
| 15 | 11×3 1/2×.48 | 11×3 1/2×.5 | 11 1/2×3 1/2×.48 | 11 1/2×3 1/2×.52 | |
| 16 | 11 1/2×3 1/2×.5 | 12×3 1/2×.5 | 12×3 1/2×.5 | 12×3 1/2×.54 | |
| 17 | 12×3 1/2×.52 | .6 12×3 1/2×3 1/2×.46 | .6 12×3 1/2×3 1/2×.48 | .6 12×3 1/2×3 1/2×.48 | |
| 18 | .6 12×3 1/2×3 1/2×.46 | .6 12×3 1/2×3 1/2×.52 | .625 12×4×4×.48 | .625 12×4×4×.5 | |
| 19 | ★————Channels.———★ | .625 12×4×4×.48 | .625 12×4×4×.52 | .625 13×4×4×.48 | .625 13×4×4×.5 |
| 20 | .625 13×4×4×.48 | .625 13×4×4×.52 | .625 14×4×4×.48 | .625 14×4×4×.5 | |
| 21 | .625 14×4×4×.48 | .625 14×4×4×.52 | .625 15×4×4×.48 | .625 15×4×4×.5 | |
| 22 | .625 15×4×4×.48 | .625 15×4×4×.52 | |||
| 23 | |||||
| 24 | |||||
Sizes of Bulkhead Stiffeners spaced 30 Inches apart and fitted with Bracket Attachments at Top and Bottom in accordance with Table 3.
| Overall Length of Stiffener, including End Attachments, in feet. | Height of Bulkhead Deck above Top of Stiffener, in feet. | ||||
| 34 | 36 | 38 | 40 | ||
| 8 | ————Bulb Angles.——— ★ | 7×3×.36 | 7×3×.36 | 7×3×.4 | 7 1/2×3×.38 |
| 9 | 7 1/2×3×.4 | 8×3×.4 | 8×3×.4 | 8×3×.42 | |
| 10 | 8 1/2×3×.4 | 8 1/2×3×.42 | 8 1/2×3×.46 | 9×3×.44 | |
| 11 | 9×3×.44 | 9×3×.48 | 9×3×.5 | 9 1/2×3 1/2×.46 | |
| 12 | 9 1/2×3 1/2×.46 | 10×3 1/2×.46 | 10×3 1/2×.46 | 10 1/2×3 1/2×.46 | |
| 13 | 10 1/2×3 1/2×.46 | 10 1/2×3 1/2×.5 | 11×3 1/2×.48 | 11×3 1/2×.48 | |
| 14 | 11×3 1/2×.5 | 11 1/2×3 1/2×.48 | 11 1/2×3 1/2×.52 | 12×3 1/2×.5 | |
| 15 | 12×3 1/2×.5 | 12×3 1/2×.5 | 12×3 1/2×.54 | .6 12×3 1/2×3 1/2×.46 | |
| 16 | ★——————Channels.———————★ | .6 12×3 1/2×3 1/2×.46 | .6 12×3 1/2×3 1/2×.46 | .6 12×3 1/2×3 1/2×.5 | .625 12×4×4×.48 |
| 17 | .625 12×4×4×.48 | .625 12×4×4×.48 | .625 12×4×4×.52 | .625 13×4×4×.48 | |
| 18 | .625 13×4×4×.48 | .625 13×4×4×.48 | .625 13×4×4×.52 | .625 14×4×4×.48 | |
| 19 | .625 14×4×4×.48 | .625 14×4×4×.48 | .625 15×4×4×.48 | .625 15×4×4×.48 | |
| 20 | .625 15×4×4×.48 | .625 15×4×4×.5 | |||
| 21 | |||||
| 22 | |||||
| 23 | |||||
| 24 | |||||
| Overall Length of Stiffener, including End Attachments, in feet. | Height of Bulkhead Deck above Top of Stiffener, in Feet. | |||||
| 0 | 2 | 4 | 6 | 8 | ||
| 8 | ★—Angles.★ | *4 1/2×3×.34 | 5×3×.36 | 5 1/2×3×.38 | 6×3×.38 | 5 1/2×3×.32 |
| 9 | *5 1/2×3×.34 | 6×3×.32 | 5 1/2×3×.32 | 5 1/2×3×.36 | 6×3×.32 | |
| 10 | *6×3×.38 | 5 1/2×3×.34 | 6×3×.32 | 6 1/2×3×.34 | 6 1/2×3×.38 | |
| 11 | ★————————Bulb Angles————————★ | 5 1/2×3×.36 | 6×3×.36 | 6 1/2×3×.36 | 7×3×.36 | 7×3×.4 |
| 12 | 6×3×.38 | 6 1/2×3×.4 | 7×3×.38 | 7 1/2×3×.38 | 7 1/2×3×.46 | |
| 13 | 6 1/2×3×.34 | 7×3×.4 | 7 1/2×3×.42 | 8×3×.42 | 8 1/2×3×.42 | |
| 14 | 7×3×.42 | 7 1/2×3×.44 | 8 1/2×3×.42 | 8 1/2×3×.48 | 9×3×.46 | |
| 15 | 7 1/2×3×.44 | 8×3×.5 | 9×3×.44 | 9×3×.5 | 9 1/2×3 1/2×.48 | |
| 16 | 8 1/2×3×.42 | 9×3×.44 | 9 1/2×3 1/2×.46 | 10×3 1/2×.46 | 10×3 1/2×.52 | |
| 17 | 9×3×.46 | 9 1/2×3 1/2×.46 | 10×3 1/2×.48 | 10 1/2×3 1/2×.48 | 11×3 1/2×.48 | |
| 18 | 9 1/2×3 1/2×.46 | 10×3 1/2×.5 | 10 1/2×3 1/2×.52 | 11×3 1/2×.5 | 11 1/2×3 1/2×.54 | |
| 19 | 10×3 1/2×.48 | 10 1/2×3 1/2×.5 | 11×3 1/2×.52 | 11 1/2×3 1/2×.58 | 12 ×3 1/2×.54 | |
| 20 | 11×3 1/2×.48 | 11×3 1/2×.54 | 12×3 1/2×.5 | .6 12×3 1/2×3 1/2×.46 | .6 12×3 1/2×3 1/2×.48 | |
| 21 | 11×3 1/2×.54 | 12×3 1/2×.5 | .6 12×3 1/2×3 1/2×.46 | .6 12×3 1/2×3 1/2×.52 | .625 12×4×4×.48 | |
| 22 | 12×3 1/2×.5 | .6 12×3 1/2×3 1/2×.46 | .6 12×3 1/2×3 1/2×.52 | .625 12×4×4×.52 | .625 13×4×4×.48 | |
| 23 | Channels.★ | .6 12×3 1/2×3 1/2×.46 | .625 12×3 1/2×3 1/2×.54 | .625 12×4×4×.54 | .625 13×4×4×.52 | .625 14×4×4×.48 |
| 24 | .6 12×3 1/2×3 1/2×.54 | .625 12×4×4×.56 | .625 12×4×4×.54 | .625 14×4×4×.5 | .625 15×4×4×.5 | |
| ★————————————————————————Channels.———————————— | ||||||
Sizes of Bulkhead Stiffeners spaced 30 Inches apart and fitted with Lug Attachments at Top and Bottom in accordance with Table 3.
| Overall Length of Stiffener, including End Attachments, in feet. | Height of Bulkhead Deck above Top of Stiffener, in Feet. | ||||
| 10 | 12 | 14 | 16 | ||
| 8 | ———————Bulb Angles.———————★ | 5 1/2×3×.36 | 6×3×.32 | 6×3×.4 | 6 1/2×3×.34 |
| 9 | 6×3×.38 | 6 1/2×3×.36 | 7×3×.36 | 7×3×.36 | |
| 10 | 7×3×.36 | 7×3×.4 | 7 1/2×3×.38 | 7 1/2×3×.44 | |
| 11 | 7 1/2×3×.4 | 8×3×.4 | 8×3×.44 | 8 1/2×3×.42 | |
| 12 | 8×3×.44 | 8 1/2×3×.44 | 9×3×.44 | 9×3×.46 | |
| 13 | 9×3×.44 | 9×3×.48 | 9 1/2×3 1/2×.46 | 9 1/2×3 1/2×.5 | |
| 14 | 9 1/2×3 1/2×.46 | 9 1/2×3 1/2×.5 | 10×3 1/2×.5 | 10 1/2×3 1/2×.48 | |
| 15 | 10×3 1/2×.48 | 10 1/2×3 1/2×.46 | 11×3 1/2×.48 | 11×3 1/2×.52 | |
| 16 | 10 1/2×3 1/2×.52 | 11×3 1/2×.5 | 11×3 1/2×.52 | 12×3 1/2×.5 | |
| 17 | 11×3 1/2×.54 | 11 1/2×3 1/2×.56 | 12×3 1/2×.54 | .625 12×3 1/2×3 1/2×.46 | |
| 18 | 12×3 1/2×.52 | .6 12×3 1/2×3 1/2×.46 | .6 12×3 1/2×3 1/2×.5 | .625 12×4×4×.48 | |
| 19 | Channels.———————★ ★ | .6 12×3 1/2×3 1/2×.46 | .625 12×4×4×.48 | .625 12×4×4×.52 | .625 13×4×4×.48 |
| 20 | .625 12×4×4×.48 | .625 13×4×4×.48 | .625 13×4×4×.52 | .625 14×4×4×.48 | |
| 21 | .625 13×4×4×.48 | .625 14×4×4×.48 | .625 14×4×4×.52 | .625 15×4×4×.52 | |
| 22 | .625 14×4×4×.48 | .625 15×4×4×.48 | |||
| 23 | .625 15×4×4×.48 | ||||
| 24 | |||||
Sizes of Bulkhead Stiffeners spaced 30 Inches apart and fitted with Lug Attachments at Top and Bottom in accordance with Table 3.
| Overall Length of Stiffener, including End Attachments, in feet. | Height of Bulkhead Deck above Top of Stiffener, in Feet. | ||||
| 18 | 20 | 22 | 24 | ||
| 8 | ★—————Bulb Angles.—————★ | 6 1/2×3×.38 | 7×3×.36 | 7×3×.38 | 7×3×.42 |
| 9 | 7×3×.46 | 7 1/2×3×.4 | 8×3×.4 | 8×3×.42 | |
| 10 | 8×3×.42 | 8 1/2×3×.42 | 8 1/2×3×.46 | 9×3×.44 | |
| 11 | 8 1/2×3×.48 | 9×3×.46 | 9×3×.5 | 9 1/2×3 1/2×.46 | |
| 12 | 9 1/2×3 1/2×.46 | 9 1/2×3 1/2×.5 | 10×3 1/2×.48 | 10 1/2×3 1/2×.44 | |
| 13 | 10×3 1/2×.5 | 10 1/2×3 1/2×.48 | 11×3 1/2×.48 | 11×3 1/2×.5 | |
| 14 | 11×3 1/2×.48 | 11×3 1/2×.52 | 11 1/2×3 1/2×.54 | 12×3 1/2×.5 | |
| 15 | 11 1/2×3 1/2×.54 | 12×3 1/2×.5 | .6 12×3 1/2×3 1/2×.46 | .6 12×3 1/2×3 1/2×.46 | |
| 16 | 12×3 1/2×.56 | .6 12×3 1/2×3 1/2×.46 | .6 12×3 1/2×3 1/2×.54 | .625 12×4×4×.48 | |
| 17 | Channels.————★ | .625 12×3 1/2×3 1/2×.54 | .625 12×4×4×.48 | .625 13×4×4×.48 | .625 13×4×4×.5 |
| 18 | .625 13×4×4×.48 | .625 13×4×4×.5 | .625 14×4×4×.48 | .625 14×4×4×.52 | |
| 19 | .625 14×4×4×.48 | .625 14×4×4×.52 | .625 15×4×4×.48 | ||
| 20 | .625 15×4×4×.48 | .625 15×4×4×.54 | |||
| 21 | |||||
| 22 | |||||
| 23 | |||||
| 24 | |||||
Sizes of Bulkhead Stiffeners spaced 30 Inches apart and fitted with Lug Attachments at Top and Bottom in accordance with Table 3.
| Overall Length of Stiffener, including End Attachments, in feet. | Height of Bulkhead Deck above Top of Stiffener, in Feet. | ||||
| 26 | 28 | 30 | 32 | ||
| 8 | ———Bulb Angles.———★ | 7 1/2×3×.38 | 7 1/2×3×.44 | 8×3×.4 | 8×3×.42 |
| 9 | 8 1/2×3×.42 | 8 1/2×3×.46 | 8 1/2×3×.48 | 9×3×.44 | |
| 10 | 9×3×.46 | 9×3×.5 | 9 1/2×3 1/2×.46 | 9 1/2×3 1/2×.48 | |
| 11 | 10×3 1/2×.46 | 10×3 1/2×.48 | 10 1/2×3 1/2×.46 | 10 1/2×3 1/2×.5 | |
| 12 | 10×3 1/2×.46 | 11×3 1/2×.48 | 11×3 1/2×.52 | 11 1/2×3 1/2×.5 | |
| 13 | 11 1/2×3 1/2×.5 | 11 1/2×3 1/2×.54 | 12×3 1/2×.5 | 12×3 1/2×.56 | |
| 14 | 12×3 1/2×.56 | .6 12×3 1/2×3 1/2×.46 | .6 12×3 1/2×3 1/2×.46 | .6 12×3 1/2×3 1/2×.54 | |
| 15 | Channels.——————★ | .6 12×3 1/2×3 1/2×.52 | .625 12×4×4×.48 | .625 12×4×4×.52 | .625 13×4×4×.48 |
| 16 | .625 13×4×4×.48 | .625 13×4×4×.48 | .625 14×4×4×.48 | .625 14×4×4×.48 | |
| 17 | .625 14×4×4×.48 | .625 14×4×4×.52 | .625 15×4×4×.48 | .625 15×4×4×.52 | |
| 18 | .625 15×4×4×.48 | .625 15×4×4×.54 | |||
| 19 | |||||
| 20 | |||||
| 21 | |||||
| 22 | |||||
| 23 | |||||
| 24 | |||||
Sizes of Bulkhead Stiffeners spaced 30 Inches apart and fitted with Lug Attachments at Top and Bottom in accordance with Table 3.
| Overall Length of Stiffener, including End Attachments, in feet. | Height of Bulkhead Deck above Top of Stiffener, in Feet. | ||||
| 34 | 36 | 38 | 40 | ||
| 8 | ★—Bulb Angles. —★ | 8×3×.46 | 8 1/2×3×.44 | 8 1/2×3×.46 | 8 1/2×3×.48 |
| 9 | 9×3×.46 | 9×3×.5 | 9 1/2×3 1/2×.46 | 9 1/2×3 1/2×.48 | |
| 10 | 10×3 1/2×.46 | 10×3 1/2×.48 | 10 1/2×3 1/2×.46 | 10 1/2×3 1/2×.5 | |
| 11 | 11×3 1/2×.48 | 11×3 1/2×.48 | 11×3 1/2×.52 | 11 1/2×3 1/2×.5 | |
| 12 | 11 1/2×3 1/2×.54 | 12×3 1/2×.5 | 12×3 1/2×.54 | .6 12×3 1/2×3 1/2×.46 | |
| 13 | Channels.———★ | .6 12×3 1/2×3 1/2×.46 | .6 12×3 1/2×3 1/2×.46 | .6 12×3 1/2×3 1/2×.48 | .625 12×4×4×.48 |
| 14 | .625 12×4×4×.48 | .625 12×4×4×.5 | .625 13×4×4×.48 | .625 13×4×4×.48 | |
| 15 | .625 13×4×4×.48 | .625 14×4×4×.48 | .625 14×4×4×.48 | .625 15×4×4×.48 | |
| 16 | .625 15×4×4×.48 | .625 15×4×4×.48 | .625 15×4×4×.52 | ||
| 17 | |||||
| 18 | |||||
| 19 | |||||
| 20 | |||||
| 21 | |||||
| 22 | |||||
| 23 | |||||
| 24 | |||||
| Table 3 Attachments for Stiffeners. | |||||
| Type and Depth of Stiffener. | Bracket Attachments. | Lug Attachments. | |||
| Thickness of Bracket in Inches. | Width of Flange in Inches. | Number and size of Rivets in each arm of Bracket. | Number and size of Rivets in Lugs. | ||
| Angles 6” and under | .34 | 3@3/4”diameter | 2@3/4” diameter | ||
| Bulb Angles under 6 1/2” | .36 | 3@3/4” ” | 2@3/4” ” | ||
| Bulb Angles 6 1/2” | .38 | 3@3/4” ” | 2@3/4” ” | ||
| ,, ,, 7” & 7 1/2” | .40 | 4@3/4” ” | 3@3/4” ” | ||
| ,, ,, 8” & 8 1/2” | .42 | 5@3/4” ” | 3@3/4” ” | ||
| ,, ,, 9” & 9 1/2” | ★———Flanged———★ | .34 | 2 1/4 | 6@3/4” ” | 4@3/4” ” |
| ,, ,, 10” & 10 1/2” | .36 | 2 1/2 | 7@3/4” ” | 4@3/4” ” | |
| ,, ,, 11” & 11 1/2” | .38 | 2 3/4 | 7@7/8” ” | 4@7/8” ” | |
| ,, ,, 12” | .4 | 3 | 8@7/8” ” | 5@7/8” ” | |
| Channels 12” 3 1/2” 3 1/2” | .4 | 3 | 9@7/8” ” | 6@7/8” ” | |
| ,, 12 4” 4” | .4 | 3 | 10@7/8” ” | 7@7/8” ” | |
| ,, 13” 4” 4” | .42 | 3 1/2 | 11@7/8” ” | 7@7/8” ” | |
| ,, 14” 4” 4” | .42 | 3 1/2 | 12@7/8” ” | 8@7/8” ” | |
| ,, 15” 4” 4” | .44 | 3 1/2 | 13@7/8” ” | 8@7/8” ” | |
Thickness of Bulkhead Plating.
| Stiffeners spaced 36” apart. | Stiffeners spaced 30” apart. | ||||
| Depth at Middle Line from bulkhead Deck to Lower Edge of Plate in Feet. | Thickness in Inches. | Depth at Middle Line from bulkhead Deck to Lower Edge of Plate in Feet. | Thickness in Inches. | ||
| Above | Not above | Above | Not above | ||
| — | 8 | .26 | — | 7 | .28 |
| 8 | 12 | .28 | 7 | 10.5 | .30 |
| 10.5 | 14 | .32 | |||
| 12 | 16 | .30 | |||
| 14 | 17.5 | .34 | |||
| 16 | 20 | .32 | |||
| 17.5 | 21 | .36 | |||
| 20 | 24 | .34 | |||
| 21 | 24.5 | .38 | |||
| 24 | 28 | .36 | |||
| 24.5 | 28 | .40 | |||
| 28 | 32 | .38 | |||
| 28 | 31.5 | .42 | |||
| 31.5 | 35 | .44 | |||
| 32 | 36 | .40 | |||
| 36 | 40 | .42 | 35 | 38.5 | .46 |
| 38.5 | 42 | .48 | |||
| 40 | 44 | .44 | |||
| 42 | 45.5 | .50 | |||
| 44 | 48 | .46 | |||
| 45.5 | 49 | .52 | |||
| 48 | 52 | .48 | |||
| 49 | 52.5 | .54 | |||
| 52 | 56 | .50 | |||
| 52.5 | 56 | .56 | |||
| 56 | 60 | .52 | |||
| 56 | 59.5 | .58 | |||
| Sizes of Tunnel Stiffeners spaced 36” Apart.(The sizes are specified in inches). | |||||||
| Mean Height from Base of Tunnel to Bulkhead Deck in Feet. | Height from Base of Tunnel to Top of Flat Side in Feet. | ||||||
| 3 | 4 | 5 | 6 | 7 | 8 | ||
| 12 | ★——————Angle.——————★ | 3×2 1/2×.24 | 4×2 1/2×.26 | 4 1/2×3×.3 | 5×3×.34 | 5 1/2×3×.36 | 5 1/2×3×.3 |
| 16 | 3 1/2×2 1/2×.22 | 4×3×.3 | 5×3×.32 | 5 1/2×3×.36 | 5 1/2×3×.3 | 6×3×.32 | |
| 20 | 3 1/2×2 1/2×.26 | 4 1/2×3×.3 | 5 1/2×3×.34 | 6×3×.38 | 6×3×.32 | 6 1/2×3×.34 | |
| 24 | 4×2 1/2×.28 | 5×3×.32 | 6×3×.32 | 5 1/2×3×.34 | 6×3×.36 | 7×3×.36 | |
| 28 | 4×3×.3 | 5×3×.36 | 6×3×.4 | 6×3×.32 | 6 1/2×3×.38 | 7 1/2×3×.38 | |
| 32 | 4 1/2×3×.3 | 5 1/2×3×.34 | 5 1/2×3×.34 | 6 1/2×3×.34 | 7×3×.38 | 8×3×.4 | |
| 36 | 4 1/2×3×.32 | 6×3×.32 | 6×3×.32 | 6 1/2×3×.38 | 7 1/2×3×.36 | 8×3×.44 | |
| 40 | 4 1/2×3×.34 | 6×3×.38 | 6×3×.34 | 7×3×.36 | 8×3×.4 | 8 1/2×3×.46 | |
| 44 | 5×3×.32 | 6×3×.4 | 6 1/2×3×.34 | 7 1/2×3×.38 | 8×3×.44 | 9×3×.44 | |
| 48 | 5×3×.36 | 5 1/2×3×.3 | 6 1/2×3×.36 | 7 1/2×3×.4 | 8 1/2×3×.42 | 9×3×.5 | |
| 52 | 5 1/2×3×.34 | 5 1/2×3×.34 | 7×3×.36 | 8×3×.4 | 9×3×.44 | 9 1/2×3 1/2×.48 | |
| 56 | 5 1/2×3×.36 | 6×3×.32 | 7×3×.36 | 8×3×.44 | 9×3×.44 | 10×3 1/2×.46 | |
| 60 | 6×3×.32 | 6×3×.34 | 7 1/2×3×.38 | 8 1/2×3×.42 | 9 1/2×3 1/2×.46 | 10 1/2×3 1/2×.46 | |
| ★ —Angle.—★ | ★————————————————— Bulb Angle. ——————————————————★ | ||||||
| Table 1A Sizes of Bulkhead Stiffeners spaced 30 Inches apart and fitted with Bracket Attachments at Top and Bottom in accordance with Table 3. | ||||||||||||
| Overall Length of Stiffener, including End Attachments, in Feet. | Height of Bulkhead Deck above Top of Stiffener, in Feet. | |||||||||||
| 0. | 2. | 4. | 6. | 8. | 10. | 12. | 14. | 16. | 18. | |||
| 6 | ★ | 4 × 2 1 2 × . 24 | 4 × 2 1 2 × . 26 | 4×3×.30 | 4×3×.34 | 4 1 2 × 3 × . 30 | 4 1 2 × 3 × . 32 | |||||
| 7 | 4 1 2 × 3 × . 26 | 4 1 2 × 3 × . 30 | 4 1 2 × 3 × . 32 | 5×3×.30 | 5×3×.34 | 5×3×.36 | ||||||
| 8 | 3 × 2 1 2 × . 24 | 3 1 2 × 2 1 2 × . 26 | 4 × 2 1 2 × . 28 | 4 1 2 × 3 × . 30 | 5×3×.30 | 5 1 2 × 3 × . 30 | 5 1 2 × 3 × . 32 | 6×3×.32 | 5×3×.30 | 5×3×.30 | ||
| 9 | Angles. | 3 1 2 × 2 1 2 × . 26 | 4 × 2 1 2 × . 28 | 4 1 2 × 3 × . 30 | 5×3×.30 | 5 1 2 × 3 × . 30 | 5 1 2 × 3 × . 34 | 5×3×.30 | 5×3×.32 | 5 1 2 × 3 × . 30 | 5 1 2 × 3 × . 32 | |
| 10 | 4 × 2 1 2 × . 28 | 4 1 2 × 3 × . 30 | 5×3×.32 | 5 1 2 × 3 × . 32 | 5×3×.30 | 5×3×.32 | 5 1 2 × 3 × . 32 | 5 1 2 × 3 × . 34 | 6×3×.32 | 6×3×.34 | ||
| 11 | 4 1 2 × 3 × . 30 | 5×3×.32 | 5 1 2 × 3 × . 34 | 5×3×.30 | 5 1 2 × 3 × . 30 | 5 1 2 × 3 × . 32 | 6×3×.32 | 6 1 2 × 3 × . 34 | 6 1 2 × 3 × . 34 | 7×3×.36 | ||
| 12 | 5×3×.32 | 5 1 2 × 3 × . 34 | 5×3×.30 | 5 1 2 × 3 × . 30 | 6×3×.32 | 6×3×.34 | 6 1 2 × 3 × . 34 | 7×3×.36 | 7×3×.36 | 7 1 2 × 3 × . 38 | ||
| 13 | ★ | 5 1 2 × 3 × . 32 | 5×3×.30 | 5 1 2 × 3 × . 30 | 6×3×.32 | 6 1 2 × 3 × . 34 | 6 1 2 × 3 × . 36 | 7×3×.36 | 7 1 2 × 3 × . 38 | 7 1 2 × 3 × . 38 | ||
| 14 | ★ | 5×3×.30 | 5 1 2 × 3 × . 30 | 6×3×.32 | 6 1 2 × 3 × . 34 | 7×3×.36 | 7×3×.38 | 7 1 2 × 3 × . 38 | 8×3×.40 | 8×3×.40 | ||
| 15 | 5 1 2 × 3 × . 30 | 6×3×.32 | 6 1 2 × 3 × . 34 | 7×3×.36 | 7×3×.40 | 7 1 2 × 3 × . 40 | 8×3×.40 | 8 1 2 × 3 × . 42 | ||||
| 16 | Bulb Angles. | 6×3×.32 | 6 1 2 × 3 × . 34 | 7×3×.36 | 7 1 2 × 3 × . 38 | 8×3×.40 | 8×3×.40 | 8 1 2 × 3 × . 42 | 9×3×.44 | |||
| 17 | 6 1 2 × 3 × . 34 | 7×3×.36 | 7 1 2 × 3 × . 38 | 8×3×.40 | 8 1 2 × 3 × . 42 | 8 1 2 × 3 × . 44 | 9×3×.44 | |||||
| 18 | 7×3×.36 | 7 1 2 × 3 × . 38 | 8×3×.40 | 8 1 2 × 3 × . 42 | 9×3×.44 | 9×3×.44 | 9 1 2 × 3 1 2 × . 46 | |||||
| 19 | 7 1 2 × 3 × . 38 | 8×3×.40 | 8 1 2 × 3 × . 42 | 9×3×.44 | 9×3×.46 | 9 1 2 × 3 1 2 × . 46 | ||||||
| 20 | ★ | 8×3×.40 | 8 1 2 × 3 × . 42 | 9×3×.44 | 9×3×.46 | 9 1 2 × 3 1 2 × . 46 | 10 × 3 1 2 × . 46 | |||||
| Sizes for intermediate lengths of stiffener and heights of bulkhead deck should be obtained by interpolation. Sizes for stiffeners are based on British Standard Sections. | ||||||||||||
| Table 2A Sizes of Bulkhead Stiffeners spaced 30 Inches apart and fitted with Lug Attachments at Top and Bottom in accordance with Table 3. | ||||||||||||
| Overall Length of Stiffener, including End Attachments, in Feet. | Height of Bulkhead Deck above Top of Stiffener, in Feet. | |||||||||||
| 0. | 2. | 4. | 6. | 8. | 10. | 12. | 14. | 16. | 18. | |||
| 8 | ★ | 6×3×.32 | 6×3×.38 | 5 1 2 × 3 × . 30 | 5×3×.34 | 6×3×.32 | 6×3×.36 | |||||
| 9 | 5×3×.32 | 5 1 2 × 3 × . 34 | 6×3×.36 | 5 1 2 × 3 × . 30 | 5 1 2 × 3 × . 34 | 6×3×.32 | 6 1 2 × 3 × . 34 | 6 1 2 × 3 × . 36 | 7×3×.36 | |||
10 | Angles. | 5×3×.30 | 5 1 2 × 3 × . 34 | 6×3×.38 | 5 1 2 × 3 × . 32 | 6×3×.36 | 6 1 2 × 3 × . 34 | 6 1 2 × 3 × . 38 | 7×3×.36 | 7×3×.42 | 7 1 2 × 3 × . 38 | |
| 11 | 5 1 2 × 3 × . 32 | 5 1 2 × 3 × . 30 | 5 1 2 × 3 × . 36 | 6×3×.36 | 6 1 2 × 3 × . 36 | 7×3×.36 | 7×3×.42 | 7 1 2 × 3 × . 40 | 8×3×.40 | 8×3×.44 | ||
| 12 | ★ | 6×3×.36 | 6×3×.32 | 6×3×.38 | 6 1 2 × 3 × . 40 | 7×3×.40 | 7 1 2 × 3 × . 38 | 7 1 2 × 3 × . 48 | 8×3×.44 | 8 1 2 × 3 × . 44 | 9×3×.44 | |
| 13 | ★ | 6×3×.32 | 6 1 2 × 3 × . 34 | 6 1 2 × 3 × . 42 | 7×3×.42 | 7 1 2 × 3 × . 42 | 8×3×.42 | 8 1 2 × 3 × . 42 | 9×3×.42 | 9×3×.48 | ||
| 14 | 6 1 2 × 3 × . 34 | 7×3×.36 | 7 1 2 × 3 × . 38 | 8×3×.40 | 8 1 2 × 3 × . 42 | 9×3×.44 | 9×3×.46 | 9 1 2 × 3 1 2 × . 45 | 9 1 2 × 3 1 2 × . 50 | |||
| 15 | 6 1 2 × 3 × . 38 | 7 1 2 × 3 × . 38 | 8×3×.40 | 8 1 2 × 3 × . 42 | 9×3×.44 | 9 1 2 × 3 1 2 × . 45 | 9 1 2 × 3 1 2 × . 48 | 10 × 3 1 2 × . 48 | ||||
| 16 | Bulb Angles. | 7×3×.40 | 8×3×.40 | 8 1 2 × 3 × . 42 | 9×3×.44 | 9 1 2 × 3 1 2 × . 45 | 10 × 3 1 2 × . 46 | 10 1 2 × 3 1 2 × . 46 | 11 × 3 1 2 × . 48 | |||
| 17 | 7 1 2 × 3 × . 42 | 8 1 2 × 3 × . 42 | 9×3×.43 | 9 1 2 × 3 1 2 × . 45 | 10 × 3 1 2 × . 46 | 10 1 2 × 3 1 2 × . 48 | 11 × 3 1 2 × . 48 | |||||
| 18 | 8 1 2 × 3 × . 42 | 9×3×.44 | 9 1 2 × 3 1 2 × . 45 | 10 × 3 1 2 × . 48 | 11 × 3 1 2 × . 48 | 11 × 3 1 2 × . 52 | 12 × 3 1 2 × . 50 | |||||
| 19 | 9×3×.44 | 9 1 2 × 3 1 2 × . 45 | 10 × 3 1 2 × . 48 | 11 × 3 1 2 × . 48 | 11 × 3 1 2 × . 54 | 12 × 3 1 2 × . 50 | ||||||
| 20 | ★ | 9 1 2 × 3 1 2 × . 45 | 10 × 3 1 2 × . 48 | 11 × 3 1 2 × . 48 | 11 × 3 1 2 × . 54 | 12 × 3 1 2 × . 50 | 12 × 3 1 2 × . 58 | |||||
| Sizes for intermediate lengths of stiffener and heights of bulkhead deck should be obtained by interpolation. Sizes for stiffeners are based on British Standard Sections. | ||||||||||||
| Sizes of Bulkhead Stiffeners spaced 30 Inches apart not fitted with Bracket or Lug Attachments. | ||||||||||||
| Overall Length of Stiffener in Feet. | Height of Bulkhead Deck above Top of Stiffener, in Feet. | |||||||||||
| 0. | 2. | 4. | 6. | 8. | 10. | 12. | 14. | 16. | 18. | |||
| 6 | ★ | 3 × 2 1 2 × . 22 | 3 1 2 × 2 1 2 × . 25 | 4 × 2 1 2 × . 28 | 4×3×.32 | 4 1 2 × 3 × . 32 | 5×3×.32 | 5 1 2 × 3 × . 32 | 5 1 2 × 3 × . 36 | 6×3×.34 | 6×3×.38 | |
| 7 | 3 1 2 × 2 1 2 × . 24 | 4 × 2 1 2 × . 28 | 4 1 2 × 3 × . 30 | 5×3×.32 | 5 1 2 × 3 × . 32 | 6×3×.32 | 6×3×.38 | 5 1 2 × 3 × . 30 | 5 1 2 × 3 × . 32 | 6×3×.32 | ||
| 8 | Angles. | 4 × 2 1 2 × . 24 | 4 1 2 × 3 × . 30 | 5×3×.34 | 6×3×.32 | 6×3×.38 | 5 1 2 × 3 × . 30 | 6×3×.32 | 6×3×.34 | 6 1 2 × 3 × . 34 | 6 1 2 × 3 × . 36 | |
| 9 | 4 1 2 × 3 × . 30 | 5 1 2 × 3 × . 32 | 6×3×.34 | 5 1 2 × 3 × . 30 | 6×3×.32 | 6×3×.36 | 6 1 2 × 3 × . 34 | 7×3×.36 | 7×3×.38 | 7 1 2 × 3 × . 38 | ||
| 10 | 5 1 2 × 3 × . 30 | 6×3×.34 | 5 1 2 × 3 × . 30 | 6×3×.32 | 6 1 2 × 3 × . 34 | 7×3×.36 | 7×3×.38 | 7 1 2 × 3 × . 38 | 7 1 2 × 3 × . 40 | 8×3×.40 | ||
| 11 | ★ | 6×3×.32 | 5 1 2 × 3 × . 30 | 6×3×.34 | 6 1 2 × 3 × . 36 | 7×3×.36 | 7 1 2 × 3 × . 38 | 7 1 2 × 3 × . 42 | 8×3×.42 | 8 1 2 × 3 × . 42 | 8 1 2 × 3 × . 48 | |
| 12 | ★ | 5 1 2 × 3 × . 30 | 6×3×.34 | 6 1 2 × 3 × . 36 | 7×3×.40 | 7 1 2 × 3 × . 40 | 8×3×.40 | 8×3×.42 | 8 1 2 × 3 × . 48 | 9×3×.46 | 9 1 2 × 3 1 2 × . 46 | |
| 13 | 6×3×.32 | 6 1 2 × 3 × . 36 | 7×3×.40 | 7 1 2 × 3 × . 42 | 8×3×.44 | 8 1 2 × 3 × . 46 | 9 1 2 × 3 × . 44 | 9×3×.46 | 10 × 3 1 2 × . 46 | |||
| 14 | 6 1 2 × 3 × . 34 | 7×3×.40 | 8×3×.40 | 8 1 2 × 3 × . 42 | 9×3×.44 | 9×3×.50 | 9 1 2 × 3 1 2 × . 48 | 10 × 3 1 2 × . 48 | 10 1 2 × 3 1 2 × . 46 | |||
| 15 | 7×3×.38 | 8×3×.40 | 8 1 2 × 3 × . 40 | 9×3×.44 | 9 1 2 × 3 1 2 × . 46 | 10 × 3 1 2 × . 46 | 10 1 2 × 3 1 2 × . 46 | 11 × 3 1 2 × . 48 | ||||
| 16 | Bulb Angles. | 7 1 2 × 3 × . 44 | 8 1 2 × 3 × . 42 | 9×3×.44 | 9 1 2 × 3 1 2 × . 46 | 10 × 3 1 2 × . 46 | 10 1 2 × 3 1 2 × . 50 | 11 1 2 × 3 1 2 × . 48 | 11 1 2 × 3 1 2 × . 50 | |||
| 17 | 8×3×.44 | 9×3×.44 | 9 1 2 × 3 1 2 × . 46 | 10 × 3 1 2 × . 50 | 11 × 3 1 2 × . 48 | 11 1 2 × 3 1 2 × . 48 | 11 1 2 × 3 1 2 × . 54 | |||||
| 18 | 9×3×.44 | 9 1 2 × 3 1 2 × . 46 | 10 × 3 1 2 × . 50 | 11 × 3 1 2 × . 48 | 11 1 2 × 3 1 2 × . 48 | 12 × 3 1 2 × . 50 | 12 × 3 1 2 × . 58 | |||||
| 19 | 9 1 2 × 3 1 2 × . 46 | 10 × 3 1 2 × . 48 | 10 1 2 × 3 1 2 × . 48 | 11 1 2 × 3 1 2 × . 50 | 12 × 3 1 2 × . 50 | Channel 12 × 3 1 2 × 3 1 2 × .46 & .62 | ||||||
| 20 | ★ | 10 × 3 1 2 × . 46 | 10 1 2 × 3 1 2 × . 48 | 11 1 2 × 3 1 2 × . 48 | 12 × 3 1 2 × . 52 | Channel 12 × 3 1 2 × 3 1 2 × .46 & .62 | 12×4×4× .48 & .62 | |||||
| The ends of the stiffeners are to be riveted to the bulkhead boundary angles. Sizes for intermediate lengths of stiffener and heights of bulkhead deck should be obtained by interpolation. Sizes for stiffeners are based on British Standard Sections. In the case of channel sections the upper thickness is that of the web and the lower thickness that of the flange. | ||||||||||||
Thicknesses of Plating.
| Bulkhead Plating. | Tunnel Plating. | ||||
| Stiffeners spaced 30” apart. | Stiffeners spaced 36” apart. | ||||
| Depth at Middle Line from Bulkhead Deck to Lower Edge of Plate in Feet. | Thickness in Inches. | Depth at Middle Line from Bulkhead Deck to Lower Edge of Plate in Feet. | Thickness in Inches. | ||
| Above | Not Above | Above | Not Above | ||
| － | 7 | .18 | － | 8 | .22 |
| 7 | 9 | .20 | 8 | 10 | .24 |
| 9 | 11 | .22 | 10 | 12 | .26 |
| 11 | 14 | .24 | 12 | 14 | .28 |
| 14 | 16.5 | .26 | 14 | 16 | .30 |
| 16.5 | 19 | .28 | 16 | 18 | .32 |
| 19 | 22 | .30 | 18 | 21 | .34 |
| 22 | 25 | .32 | 21 | 23 | .36 |
| － | － | － | 23 | 26 | .38 |
| 25 | 28 | .34 | 26 | 29 | .40 |
| 28 | 31 | .36 | 29 | 31.5 | .42 |
| Sizes of Tunnel Stiffeners spaced 36” Apart. | ||||||||
| Mean Height from Base of Tunnel to Bulkhead Deck in Feet. | Height from Base of Tunnel to top of Flat Side in Feet. | |||||||
| 3’0” | 3’6” | 4’0” | 4’6” | 5’0” | 5’6” | 6’0” | ||
| 8 | ★————Angles.————★ | 2 1/2×2 1/2×.20 | 2 1/2×2 1/2×.24 | 3×2 1/2×.22 | ||||
| 12 | 2 1/2×2 1/2×.24 | 3×2 1/2×.26 | 3 1/2×2 1/2×.24 | 4×2 1/2×.24 | 4×2 1/2×.28 | 4×3×.30 | ||
| 16 | 3×2 1/2×.24 | 3 1/2×2 1/2×.26 | 4×2 1/2×.26 | 4×3×.32 | 4 1/2×3×.32 | 5×3×.32 | 5×3×.38 | |
| 20 | 3 1/2×2 1/2×.24 | 4×2 1/2×.26 | 4×3×.32 | 4 1/2×3×.34 | 5×3×.32 | 5 1/2×3×.34 | 5 1/2×3×.40 | |
| 24 | 3 1/2×2 1/2×.30 | 4×3×.30 | 4 1/2×3×.32 | 5×3×.32 | 5 1/2×3×.32 | 6×3×.34 | 6×3×.40 | |
| 28 | 4×2 1/2×.28 | 4 1/2×3×.30 | 4 1/2×3×.38 | 5×3×.38 | 5 1/2×3×.38 | 6×3×.40 | 5 1/2×3×.32 Bulb Angle. | |
| Paragraph | |||
|---|---|---|---|
| A | |||
| Accessibility of bilge distribution boxes, cocks, valves, etc. | 122(d) | ||
| Accessibility of Sounding pipes | 124 | ||
| Accessibility of Water to tail shaft liner | 249(d) | ||
| Accommodation, annual survey of | 96 | ||
| Accumulation tests on boiler safety-valves | 233 | ||
| Accumulation tests on Evaporator safety-valves | 218(g) | ||
| After-peak Bulkhead | 14 | ||
| Air bottles | 130(b), 177, 278 | ||
| Air bottles Transverse strength of material | 177 | ||
| Air Compressors | 130(b), 282, 283 | ||
| Air Pipes to fuel tanks | { | 130(b), 260, 274(d) | |
| Air Receivers | 130(b), 277 | ||
| Air Receivers (riveted) | 277(b) | ||
| Air Pipes and sounding pipes | 15(4) | ||
| Alterations to bilge pumping arrangements | 118(b) | ||
| Alterations to Safety-valves | 234 | ||
| Alternatives, Acceptance of equivalent arrangements | 118(d) | ||
| Alternative Machinery to replace defective auxiliaries | 288 | ||
| Anchors, chain cables, etc. | 81 | ||
| Angle of heel calculation | 13, 74 | ||
| Angle, rivet and stay bars for boiler construction to be tested | 157-161 | ||
| Annealing | { | 104, 147(b), 156(b), 167, 168, 171, 175 | |
| Annealing of Copper pipes | 220(c) | ||
| Annealing of steel castings and forgings | 104 | ||
| Annual Surveys | 89, 130 | ||
| Appropriation of spaces | 1(5c) | ||
| A—Continued | |||
| Approved designs, Distillers (List of) | 252 | ||
| Approved designs, Safety-valves (List of ) | 235 | ||
| Approved Steel makers (List of) | 145 | ||
| Arrangement of bilge pumping, drainage and pipes | { | 119, 120, 122, 123, 125 | |
| Arrangement of bilge pumping, on motor ships | 126 | ||
| Arrangement of bilge pumping, (Modifications under Simla Rules) | 127 | ||
| Arrangement of bilge pumping, (Modifications for River Trade) | 128 | ||
| Ash Shoots, Ejectors | 46 | ||
| Astern Power. (Availability of) | 294 | ||
| Authority and application of regulations | 118(a) | ||
| Authority of Chief Executive to modify bilge pumping arrangements | 118(c) | ||
| Automatic feed systems | 244(b) | ||
| Automatic valves and fittings for water gauges | 241(d) | ||
| Auxiliary Compressors | 282(b)(c) | ||
| Auxiliaries, Survey of | 130 | ||
| Auxiliaries, Alternative machinery or spares | 288 | ||
| B | |||
| Baffles or dash plates in evaporators to be removed | 218(c) | ||
| Ballast | 53(3) | ||
| Bell mouthing of boiler tubes and superheater tubes | 210(b), 213(c) | ||
| Bends, Copper pipes | 220(b) | ||
| Bend tests of Materials intended for boilers and Machinery | { | 147(d) (e) (f), 148(b), 155, 157, 159, 161, 166, 170, 177 | |
| Bend test-pieces, Dimension of | { | 125(i), 148(bIII) | |
| B.H.I. | 1 | ||
| Bilge Pumping Annual Survey | 130(b) | ||
| Bilge Pumping Arrangement of pipes | 120 | ||
| B—Continued | |||
| Bilge Pumping (Ballast system to be separate) | 122 | ||
| Bilge Pumping Diameter of Main and branch suctions | 121 | ||
| Bilge Pumping Direct suctions to machinery spaces | 123 | ||
| Bilge Pumping Drainage of insulated holds | 119 | ||
| Bilge Pumping General requirements for passenger ships | 119 | ||
| Bilge Pumping Main injection valve | 125(h) | ||
| Bilge Pumping Motor ships | 126 | ||
| Bilge Pumping Mud boxes and strums | 123 | ||
| Bilge Pumping Non-return valves | 122(b) | ||
| Bilge Pumping Oil Fuel ship bilges to be clean | 272(III) | ||
| Bilge Pumping Passenger ships subsequent to July 1931 | 118(b) (c) | ||
| Bilge Pumping Passenger ships previous to July 1931 | 118(b) (c) | ||
| Bilge Pumping Passenger ships (River Trade) | 128 | ||
| Bilge Pumping Passenger ships (Simla Rules) | 127 | ||
| Bilge Pumping Pipes, (Diameter of ) | 121 | ||
| Bilge Pumping Pipes, Made of lead not permitted where oil fuel is carried | 269(e) | ||
| Bilge Pumping Power pumps to be placed in a separate compartment | 125(e) | ||
| Bilge Pumping Self-closing cocks to sounding pipes | 124 | ||
| Bilge Pumping Substitution of alternative appliance or arrangements | 118(d) | ||
| Bilge Pumping Suction pipes not to pass through D.B. Tanks | 120(b) | ||
| Bilge Pumping Tunnel well suctions | 123 | ||
| Bilge Pumping Valves, cocks, etc. | 122 | ||
| Blast air bottles | { | 130(b), 177, 278 | |
| Blast air bottles Means for internal inspection | 278(b) | ||
| Blast air pipes | { | 130(b), 279, 282(b) | |
| Blow off valve of boilers | 243 | ||
| Ministry of Shipping Certificates for boilers, machinery and Auxiliaries | 129(d)(e), 143, 144 | ||
| Boilers Accessibility for inspection by surveyor | 133 | ||
| B—Continued | |||
| Boilers Annual Survey of | { | 129(b), 131, 133-137, 140-142 | |
| Boilers Auxiliary in motor ships | 285 | ||
| Boilers Auxiliary valves to be as few as possible | 239(c) | ||
| Boilers Blow down valve | 243 | ||
| Boilers Brickwork and bridges to be removed | 131(b) | ||
| Boilers Certified by the Ministry of Shipping | 129(d) | ||
| Boilers Butt straps must be cut from plate | 178 | ||
| Boilers Cocks and valves (Designs and Materials) | 236-244 | ||
| Boilers Cracks in furnaces | 135 | ||
| Boilers Declaration of the safety of | 139 | ||
| Boilers Defects to be reported | 142 | ||
| Boilers Defects when under test | 137(e) | ||
| Boilers Departures from regulations to be notified to P.S.S. | 139, 141(b) | ||
| Boilers Donkey | 129(b), 285 | ||
| Boilers Dressing the surface of shells | 137(f) | ||
| Boilers Drilling of furnace plate, shell, etc. | 133, 139 | ||
| Boilers End plates to be shielded from hot gases | 178(e) | ||
| Boilers Examination of after hydraulic test | 137(f) | ||
| Boilers Extensive repairs, hydraulic test on completion of | 137(e) | ||
| Boilers Feed arrangements | 244 | ||
| Boilers Girder stays, position of | 190(c) | ||
| Boilers Heating Surface, highest level to be marked | 240 | ||
| Boilers Hydraulic tests | { | 133, 135, 137, 162(4) | |
| Boilers Hydraulic tests of boilers which cannot be examined internally | 137(c) | ||
| Boilers Inside to be examined | 133, 137 | ||
| Boilers Insulation of when using oil fuel | 269(b) | ||
| Boilers Insulation of boiler casings | 254 | ||
| Boilers Lagging not to be applied to new boiler before hydraulic test | 137(a) | ||
| B—Continued | |||
| Boilers Lifting of for inspection | 136, 137(g) | ||
| Boilers Longitudinal stays | 201 | ||
| Boilers Manufacture and Materials of | 143-214 | ||
| Boilers Materials to be tested | 144, 178 | ||
| Boilers Means for examination and cleaning | 179 | ||
| Boilers Mudholes and sightholes | 179 | ||
| Boilers New arrangements of | 141, 234 | ||
| Boilers Not to be certified if Surveyor not satisfied | 136 | ||
| Boilers Not to be hydraulically tested if regulations not complied with | 137(d) | ||
| Boilers Oil fuel for | 254-256, 285 | ||
| Boilers Old | 137(b) (c) | ||
| Boilers Parts which cannot be seen at survey | 133 | ||
| Boilers Plans should be submitted | 139 | ||
| Boilers Plates which show defects when being worked into new boiler | 137(f) | ||
| Boilers Precautions regarding stays | 134 | ||
| Boilers Pressure not to be increased | 140, 226-236 | ||
| Boilers regulations not complied with | 137(c) | ||
| Boilers Right-hand closing of all valves on | 236(b) | ||
| Boilers Room casings to be insulated when oil fuel is used | 254 | ||
| Boilers Safety-valves | 226-235, 239 | ||
| Boilers Self-closing valves | 239(b) | ||
| Boilers Small | { | 133, 137(b) (c), 179 | |
| Boilers Stages of manufacture to be observed | 152 | ||
| Boilers Stamping to the hydraulic test results on | 138 | ||
| Boilers Stays | { | 134, 148(a), 157-160, 186, 200-202 | |
| Boilers Steel makers, (Approved List) | 145 | ||
| Boilers Steel process of manufacture | 143 | ||
| Boilers Studs penetrating plate to have nuts on inside | 236(c) | ||
| Boilers Survey of when connected to other boilers under steam | 133 | ||
| B—Continued | |||
| Boilers Test cocks on | 242 | ||
| Boilers Thick shell plates | 137(f) | ||
| Boilers Too hot to be examined | 133 | ||
| Boilers Tubes | { | 162, 163, 203, 205, 207, 210, 213(b) | |
| Boilers Uptakes etc. preventing examination of | 133 | ||
| Boilers Used for loading and unloading ship | 129(b) | ||
| Boilers Valves to shut with right hand action | 236(b) | ||
| Boilers Vertical | 179 | ||
| Boilers Water gauges; position of | 240(a-e) | ||
| Boilers Water gauges; required | 240 | ||
| Boilers Water-tube | { | 131(b), 207, 210, 213(b), 239(b) | |
| Boilers Welding prohibited in certain cases | 134, 178 | ||
| Boilers Welding repairs of an extensive nature | 134 | ||
| Boilers Working pressure and examination of plans | 137, 226-236 | ||
| Boiler rules Auxiliary in Motor Ship | 285 | ||
| Boiler rules Back and front tube plates | 191, 199 | ||
| Boiler rules Butt straps | 182 | ||
| Boiler rules Combustion chamber stays | 202 | ||
| Boiler rules Circumferential seams | 184(a-c) | ||
| Boiler rules Cocks and valves | 236-244 | ||
| Boiler rules Compensating plates for large holes | 185(b) | ||
| Boiler rules Cylindrical drums for W.T. boilers | 208 | ||
| Boiler rules Dished ends | 189 | ||
| Boiler rules Doors (Manhole) | 185, 192, 206 | ||
| Boiler rules Flat plates | 190 | ||
| Boiler rules Furnaces, Corrugated or ribbed, or grooved | 194 | ||
| Boiler rules Furnaces, Maximum thickness of | 195(a) | ||
| Boiler rules Furnaces, Plain | 193 | ||
| B—Continued | |||
| Boiler rules Furnaces, Spherical | 195 | ||
| Boiler rules Girders stays to Combustion Chamber tops | 190(c), 240 | ||
| Boiler rules Haystack boilers (uptakes of) | 198 | ||
| Boiler rules Headers and analogous fittings | 209 | ||
| Boiler rules Headers Flat surfaces of | 209(d) | ||
| Boiler rules Hemispherical | 188 | ||
| Boiler rules Large holes in shell | 185 | ||
| Boiler rules Longitudinal stays | 201 | ||
| Boiler rules Manholes and mudholes in flat plates | 192, 206 | ||
| Boiler rules Manholes in shell | 185, 206 | ||
| Boiler rules Ogee ring | 197 | ||
| Boiler rules Pitch of Rivets | 180, 181 | ||
| Boiler rules Pressure gauges | 238 | ||
| Boiler rules Riveted joints | 183, 184 | ||
| Boiler rules Salinometer cock | 237 | ||
| Boiler rules Smoke tubes | 205 | ||
| Boiler rules Stays | { | 134, 148(a), 157-160, 186, 200, 201, 202 | |
| Boiler rules Stays irregularly pitched | 190(c) | ||
| Boiler rules Stay tubes | 203 | ||
| Boiler rules Tubular superheaters for cylindrical boilers | 213 | ||
| Boiler rules Washers, doublers and strips on flat plates | 190 | ||
| Boiler rules Water tube (General) | 207, 239(b) | ||
| Boiler rules When applicable to evaporators, Generators, etc. | 218 | ||
| Boiler rules Working pressure on shells | 187 | ||
| Bottoms (double extent of ) | 15 | ||
| Brackets for propeller shafts | 106 | ||
| Branches on Evaporators | 216 | ||
| Brake for steering gear | 292(f) | ||
| Breakdowns Surveyor to be notified | 130(a) | ||
| Bronze Testing of | 144 | ||
| B—Continued | |||
| Bulkhead Collision | 14(1) | ||
| Bulkhead Construction | 18 | ||
| Bulkhead Construction (Coasting Trade) | 65 | ||
| Bulkhead Construction (River Trade) | 70 | ||
| Bulkhead deck (Definition of) | 6(4) | ||
| Bulkhead (examination for renewal of S. and P.C.) | 93 | ||
| Bulkhead (equivalent position of) | 13(5) | ||
| Bulkhead (Fire resisting) | 52 | ||
| Bulkhead (Fire resisting) (Coasting Trade) | 67 | ||
| Bulkhead (Fire resisting) (River Trade) | 73 | ||
| Bulkhead (Fire resisting) (Simla International) | 63 | ||
| Bulkhead Hose Testing | 26 | ||
| Bulkhead Longitudinal | 19 | ||
| Bulkhead Machinery and Aft Peak | 14(2) | ||
| Bulkhead Minimum spacing of | 13(6) | ||
| Bulkhead Openings in | 28 | ||
| Bulkhead Openings in (River Trade) | 71 | ||
| Bulkhead Pipes through | 30 | ||
| Bulkhead Recesses in | 13(3) | ||
| Bulkhead Spacing of | 1(5a) | ||
| Bulkhead Steps in | 13(4) | ||
| Bulkhead Stiffeners | { | 18(3) Appendix II | |
| Butt Straps Effective strength of | 182 | ||
| C | |||
| Cables, chain, etc. | 81 | ||
| Cargo and Coaling ports | 47, 49 | ||
| Cargo and Coaling ports plans of | 74 | ||
| Cast iron Malleable | 109 | ||
| Cast iron Ordinary not allowed | 112 | ||
| C—Continued | |||
| Cast steel crank couplings | 245(b) | ||
| Cast steel crank webs | 169, 245(c) | ||
| Cast steel to be tested | 168-171 | ||
| Castings principal steel, manufacture and testing of ship | 100, 106 | ||
| Castings iron malleable, side scuttles, etc. | 109-111 | ||
| Castings (ordinary cast iron) | 112 | ||
| Castings process of manufacture | 103, 104 | ||
| Castings steel side scuttles, etc. | 107, 108 | ||
| Cementing, survey prior to | 3 | ||
| Ceiling over bilges | 119 | ||
| Certifying letters from Ministry of Shipping | 129(d) (e) | ||
| Chains, rods and shackles for steering gear | 292(a) (b) | ||
| Circumferential seams (boilers) | 135, 184 | ||
| Clockwise closing of boiler valves | 282(b) | ||
| Coal fired ships Direct bilge suctions required | 125(f) | ||
| Coal fired ships Bye-pass to main discharge | 125(h) | ||
| Cocks, bilge | 122 | ||
| Cocks, valves, etc. on boilers | 131(c), 236-244 | ||
| Coils for Evaporators | 218(e) (f) | ||
| Coils for Distillers | 251 | ||
| Collision bulkhead | 14(1) | ||
| Collision bulkhead scantlings etc. | 18 | ||
| Combustion Chamber stays | { | 158(b), 159, 160, 202 | |
| Combustion Chamber stays nicked bend test | 160(c) | ||
| Combustion Chamber stays nuts | 202(c) (d) | ||
| Compartment (permissible length of) | 10 | ||
| Compasses | 76-79 | ||
| Compressors (Air) | 282, 283(c) | ||
| Compressors (Auxiliary) | 282(b) (c) | ||
| Construction and strength | 17 | ||
| C—Continued | |||
| Construction existing ships | 113 | ||
| Construction survey during | 1 | ||
| Cooking Ranges (oil fired) | 274 | ||
| Cooling water for cylinders | 280 | ||
| Copper pipes | 220, 244(f) | ||
| Copper pipes (Air) | 279 | ||
| Copper pipes hydraulic tests of | 220(c) | ||
| Copper pipes radius of curvature of bends in | 220(b) | ||
| Copper pipes surfaces of in distillers to be tinned | 251 | ||
| Copper pipes working pressure | 220(b) | ||
| Coupling bolts and flanges | 245(b), 250 | ||
| Cracks in boiler plates | 135 | ||
| Crank Shafts | { | 164, 167, 169, 245, 247, 250, 275 | |
| Criterion of Service | 11, 56 | ||
| Cylinders, liners and covers for oil engines | 276 | ||
| Cylinders, cooling water for | 280 | ||
| Cylinders, (Motor) to have relief valve fitted | 283 | ||
| D | |||
| Deadlights | 49(2) | ||
| Decks, Examination of | 93 | ||
| Decks, Openings in weather | 50 | ||
| Decks, W.T. | 20, 93 | ||
| Decks, Weathertight (definition of) | 6(14) | ||
| Declaration of safety of boiler of unknown history | 139 | ||
| Defects Engines, boilers, fittings or apparatus | { | 137(e) (f), 142, 162(b) | |
| Defects Plates and forgings to be free from | 137(e) (f), 152 | ||
| Definition of subdivision terms | 6 | ||
| Delays Prevention of | 139, 141(a) | ||
| D—Continued | |||
| Delta metal to be tested | 144 | ||
| Deviations from approved plans of boilers and machinery | 141(b) | ||
| Deep tank suctions to have lock up valves or blank flanges | 122(a) | ||
| Diameter of bilge suction pipes | 121 | ||
| Diesel engines, annual survey of | 130 | ||
| Diesel engines, Running survey of | 130-130(b) | ||
| Discharge Main and auxiliary | 48 | ||
| Discharge pipes, valves and scuppers | 44, 45 | ||
| Dished ends of air receivers | 277(b) | ||
| Dished ends of boilers | 189 | ||
| Distillers | 251-252 | ||
| Distillers capacity of | 251 | ||
| Distillers copper surfaces of to be tinned | 251 | ||
| Distillers safety valves for | 251 | ||
| Distress Signals | 82-88 | ||
| Donkey Boilers | 129(b) | ||
| Doors Cargo, etc. | 47-49 | ||
| Doors fire resisting | 52, 63, 67, 73 | ||
| Doors (Manhole) | { | 153, 185, 192, 206, 216 | |
| Doors Watertight in bulkheads | 32-41, 60, 66 | ||
| Double Bottoms (extent of) | 15 | ||
| Double Bottoms tanks, bilge pipes not to pass through | 120(b) | ||
| Double Bottoms tanks, sounding pipes | 124 | ||
| Draining tanks for oil fuel heaters | 263 | ||
| Drainage of Air bottles | 278 | ||
| Drainage of Air receivers | 277 | ||
| Drainage of Steam pipes | 223 | ||
| Drainage of Superheaters | 215 | ||
| Draught (definition of) | 6(6) | ||
| Dressing surfaces of boiler plates | 137(f) | ||
| D—Continued | |||
| Drums for Water-tube boilers | 208 | ||
| Dry Docking after launching | 4 | ||
| Dry Docking Examination of hull | 90 | ||
| Duties of surveyors | 89 | ||
| E | |||
| Electric Lighting, Equipments | 291 | ||
| Electric Lighting, in oil fuel spaces | 270 | ||
| Electric Auxiliary machinery | 295 | ||
| Electric Propelling machinery | 289 | ||
| Electrodes (General) | 99 | ||
| Elongation of Angle, rivet and stay bars for boilers | 158, 161(b) | ||
| Elongation of Boiler plate materials | 154(c) | ||
| Elongation of Boiler tubes | 162 | ||
| Elongation of Forgings | 165 | ||
| Elongation of Steel Castings | 169 | ||
| Emergency Bilge Piping | 122(d) | ||
| Emergency Bilge Pumps | { | 122(d), 125(b) (g), 128(b) (c) (d) | |
| Emergency Lighting and Power | 129(b) | ||
| Engine baffles and dash plates to be removable | 218(c) | ||
| Engine certified by Board of Trade | 129(d) (e) | ||
| Engine defects to be reported | 142 | ||
| Engine new arrangements | 141 | ||
| Engine Oil | 275-288 | ||
| Engine Spares to be carried | 288 | ||
| Engine Survey of | 129-295 | ||
| Engine Trials of | 132 | ||
| Engine-room ventilation | 287 | ||
| Equipment other than L.S.A. . | 76-88 | ||
| E—Continued | |||
| Escape of gases from refrigerator plant | 253 | ||
| Escape valves to distiller | 251 | ||
| Evaporators | 137, 216-219 | ||
| Evaporators Baffles or dash plates | 218(c) | ||
| Evaporators Diameter of reducing orifice to be stamped on | 218 | ||
| Evaporators Flanges | 218(b) | ||
| Evaporators Large branches, doors and other openings | 216(c) | ||
| Evaporators Mountings for | 218(d) | ||
| Evaporators Steam coils | 218(e) (f) | ||
| Evaporators Studs | 217 | ||
| Evaporators Thickness of shell | 216(a) (b), 218 | ||
| Examination of boilers, means of | 179 | ||
| Exhaust valves, seats, springs, etc. to be examined | 130(b) | ||
| Existing Passenger Steamships | 113-117 | ||
| Exits from W.T. Compts | 51, 62 | ||
| Expansion, Provision for in steam and feed pipes | 222 | ||
| Expansion, Provision for in Bilge pipes | 120(b) | ||
| F | |||
| Factor of subdivision | 10(2) | ||
| Feed, Automatic control of in Water-tube boilers | 244(e) | ||
| Feed, Heaters | 217, 219 | ||
| Feed, Heaters hydraulic test of | 219 | ||
| Feed, Heaters identification marks to be stamped on | 219 | ||
| Feed, Injectors | 244(c) | ||
| Feed, Pipes (Arrangement of) | 244 | ||
| Feed, Pipes (General) | 220, 221 | ||
| Feed, Pipes hydraulic test | 220(c), 221(c) | ||
| Feed, Pumps, exclusive use for boiler feeding | 244(e) | ||
| Filters (Feed) | 217, 219, 244(f) | ||
| Filters (Feed) hydraulic test of | 219 | ||
| F—Continued | |||
| Filters (Feed) identification marks to be stamped on | 219 | ||
| Filters (Feed) relief valves | 219, 244(f) | ||
| Fire appliances | { | 254, 271, 274(VI) | |
| Fire in galley, provision for escape of passengers | 274(b) | ||
| Fire insulation of boiler casings | 254 | ||
| Fire prevention in oil fuel ships | 254 | ||
| Fire resisting bulkheads | 52, 63, 67, 73 | ||
| Fire resisting bulkheads Annual survey | 96 | ||
| Flanges on air receivers | 277(b) | ||
| Flanges and bolts for shafting | 250 | ||
| Flanges on evaporators | 217(b) | ||
| Flanges on headers and analogous fittings of water tube boilers | 209(c) | ||
| Flanges oil fuel pipe (Scantlings) | 265 | ||
| Flash point (general instructions, etc.) | { | 254-256,272, 274(V) | |
| Flat plates (Boilers) | 190 | ||
| Flat headers of water tube boilers | 209(d) | ||
| Flat plates manholes and mudholes in | 192, 206 | ||
| Flats, W.T. (Construction of) | 20 | ||
| Flattening tests on rivet heads | 161(a2) | ||
| Flexible hoses to bilges | 125(f) | ||
| Floodable Length | 7, 8 | ||
| Floodable Length Calculation and curves | Appendix I | ||
| Foreign flags transference from (testing of steampipes) | 225 | ||
| Forgings (General instructions) | 167 | ||
| Forgings Manufacture and testing of hull | 100-106 | ||
| Forgings tests to be made (machinery) | { | 148(a-b), 164-167 | |
| Form of ship, Check during building | 1 | ||
| Freeboard (definition of) | 6(7) | ||
| Freeing Ports | 50(2) | ||
| F—Continued | |||
| Fuel Oil. Bilge suction pipes not to be made of lead | 269(e) | ||
| Fuel Oil. Boilers to be lagged | 269(b) | ||
| Fuel Oil. Burners | { | 267(d), 272, 274(III) | |
| Fuel Oil. Clearance between boilers and tank top | 269(c) | ||
| Fuel Oil. Coffer dams | 257(e) | ||
| Fuel Oil. Cooking ranges | 274 | ||
| Fuel Oil. Flash point | 254-256, 272 | ||
| Fuel Oil. Funnel dampers and uptakes | 268 | ||
| Fuel Oil. Gauge glasses | 261(e) | ||
| Fuel Oil. General | 254 | ||
| Fuel Oil. Heaters | 263, 269(d) | ||
| Fuel Oil. Lines of piping to be examined at annual survey | 130(b) | ||
| Fuel Oil. Pipes (materials of) | 265-272 | ||
| Fuel Oil. Pipes to be tested | { | 265, 267, 279(b), (c) | |
| Fuel Oil. Pipes to be fitted with non return valves | 283(e) | ||
| Fuel Oil. Portable lamps (use of) | 270 | ||
| Fuel Oil. Precautions to protect cargo | 257(f) | ||
| Fuel Oil. Pumps | 262, 264 | ||
| Fuel Oil. Settling tanks | 257-259, 286 | ||
| Fuel Oil. Storage | 257, 259 | ||
| Fuel Oil. Storage and settling tanks to be tested | 259(b) | ||
| Fuel Oil. Torches to be extinguished after use | 272(II) | ||
| Fuel Oil. Valves and fittings | 266, 267 | ||
| Fuel Oil. Valves of motor engines to be examined | 130(b) | ||
| Fuel Oil. Woodwork prohibited in stokehold | 269(d) | ||
| Furnaces Corrugated, ribbed or grooved | 194 | ||
| Furnaces Old (Repairs to by welding) | 135 | ||
| Furnaces Spherical | 195 | ||
| Furnaces Standard B.E.S.A. specifications . | 194 | ||
| F—Continued | |||
| Fusible Plugs | 277, 278, 283 | ||
| G | |||
| Galleys Oil fired | 274 | ||
| Gangway, cargo and coaling ports | 47, 49 | ||
| Gear Steering | 292 | ||
| Generators Steam | 217, 218 | ||
| Girder Stays for C.C. tops | 190(c), 204 | ||
| Gases from bitumastic coatings | 269(f) | ||
| Gases inflammable from oil fuel | 270, 272(IV) | ||
| Gases Refrigerating | 253 | ||
| Gauges, Lubricating oil system | 281 | ||
| H | |||
| Haystack boilers, uptakes of | 198 | ||
| Headers, Analogous fittings of Water-tube boilers | 209 | ||
| Headers, Flanges to have fillet | 209(c) | ||
| Headers, in contact with fire | 209(f) | ||
| Headers, in way of sighting doors of Water-tube boilers | 209(e) | ||
| Headers, sighting holes | 209(b) | ||
| Headers, thickness of at tube holes | 209(d) (f) | ||
| Headers, tube holes in | 210(c) | ||
| Heaters Feed | 217, 219 | ||
| Hemispherical ends | 188 | ||
| Holes (large) in boiler shells | 185 | ||
| Hose Testing of bulkheads | 26 | ||
| Hull and fittings, Annual survey of | 90, 91 | ||
| Hydraulic tests after extensive repairs | 137(c) | ||
| Hydraulic tests after repairs of welding | 135 | ||
| Hydraulic tests air bottles | 177, 278(a) | ||
| Hydraulic tests air compressors cylinders | 282(d) | ||
| H—Continued | |||
| Hydraulic tests air receivers (riveted) | 277(b) | ||
| Hydraulic tests air pipes | 279 | ||
| Hydraulic tests Boiler mountings | 236(f) | ||
| Hydraulic tests Boiler tubes | { | 162(bIV), 210(e) | |
| Hydraulic tests Cylinder liners and covers (motor engines) | 276 | ||
| Hydraulic tests Defects showing at | 137(e) | ||
| Hydraulic tests Distiller coils | 251 | ||
| Hydraulic tests Double ended boilers, two surveyors to attend | 137(f) | ||
| Hydraulic tests Duration of | 137(g) | ||
| Hydraulic tests Evaporators | 137 | ||
| Hydraulic tests Evaporators coil and shell | 137, 218(f) | ||
| Hydraulic tests Feed filters | 219 | ||
| Hydraulic tests Feed pipes of solid drawn steel | 176, 224 | ||
| Hydraulic tests Feed pipes of copper | 220(c) | ||
| Hydraulic tests Government pressure gauge to be used | 137(h) | ||
| Hydraulic tests Heaters and feed filters | 219 | ||
| Hydraulic tests Internal and external examination after test | 138(g) | ||
| Hydraulic tests when regulations not complied with | 137(d) | ||
| I | |||
| Inclining Experiment | 53, 74 | ||
| Increase of boiler pressure | 140 | ||
| Independent power bilge pumps | 125-128 | ||
| Inlet and discharges, main and auxiliary | 48 | ||
| Indicators on steering gear | 293 | ||
| Indicator, watertight doors | 37 | ||
| Injection (bilge) | 125(h) | ||
| Inner skin, W.T. | 24 | ||
| Inspection of boiler plates | 152, 156 | ||
| Inspection of testing machines | 296 | ||
| I—Continued | |||
| Insulated holds, Drainage of | 119 | ||
| Insulated holds, Sounding pipes to | 124 | ||
| Iron combustion chamber stays | 160 | ||
| Iron steam pipes | 221-224 | ||
| Iron wrought used in construction of ships | 98 | ||
| L | |||
| Lagging not to be applied before hydraulic test | 137 | ||
| Lagging to be removed for the hydraulic test | 224 | ||
| Leads and lead lines | 80 | ||
| Length (definition of) | 6(2) | ||
| Lifeboats Motor engines of to be surveyed annually | 129(b) | ||
| Lifebuoy Lights | 85 | ||
| Lifting boilers out for inspection | 136 | ||
| Lighting Emergency installation to be surveyed | 129(b) | ||
| Liners (Cylinder) | 276 | ||
| Liners on tail shafts | 129(c) (d) (e) | ||
| Loadlines, subdivision | 1, 16, 59, 92 | ||
| Locking of safety-valves | 229, 231 | ||
| Longitudinal bulkheads W.T. | 19 | ||
| Longitudinal stays | 157-159, 201 | ||
| Longitudinal stays to be supported in D.E. boilers | 201(e) | ||
| Lubricating pumps | 130(b), 281 | ||
| M | |||
| Machines (Testing) | 296 | ||
| Machinery certified by the Board of Trade | 129(d) (e) | ||
| Machinery comprises | 129(b) | ||
| Machinery condition and sufficiency for service | 129 | ||
| Machinery defects to be reported | 142 | ||
| Machinery Electrical main propelling | 289 | ||
| M—Continued | |||
| Machinery New arrangements to be approved | 141 | ||
| Machinery spaces common to boiler rooms require circulating bye-pass | 125(h) | ||
| Machinery spaces (definition of) | 6(11) | ||
| Machinery spaces direct suctions to bilges | 123 | ||
| Machinery spaces in oil fuel ships | 269 | ||
| Machinery Survey of | 129-295 | ||
| Machinery Trials before issuing declaration | 132, 293 | ||
| Machinery Used for loading and unloading ship | 129(b) | ||
| Main circulating pump bilge injection valve | 125(h) | ||
| Main steam pipes. Periodic tests of | 224 | ||
| Malleable cast iron | 109 | ||
| Manholes Air receivers | 227(b) | ||
| Manholes and mudholes in flat plates | 192 | ||
| Manholes and other large openings in boiler shells | 185 | ||
| Manholes doors | 153, 192, 206 | ||
| Manholes doors studs | 206 | ||
| Manual Pumps | { | 125(a) (c) (g), 128(b) (c) (e) | |
| Margin line | 6(5) | ||
| Masters and mates (compass certificates) | 78 | ||
| Materials Defects, freedom from | 152 | ||
| Materials Duplicate tests | 149 | ||
| Materials Failures to be reported | 152 | ||
| Materials Hull | 98 | ||
| Materials Manufactures certificates for tubes | 162(bIV) | ||
| Materials Number and nature of tests on plates | 153 | ||
| Materials Tests. Surveyor to be notified | 146 | ||
| Materials Testing of | 143-178 | ||
| Materials Unnecessary tests of | 151 | ||
| Materials Untested, to be reported to P.S.S. . | 144 | ||
| M—Continued | |||
| Metals to be tested | 144 | ||
| Motor lifeboats Engines to be surveyed annually | 129(b) | ||
| Motor lifeboats Wireless generator to be surveyed | 129(b) | ||
| Motor Ships, Bilge pumping | 126 | ||
| Mountings. Boiler | 131(c), 236-244 | ||
| Mountings. Evaporators | 218(d) | ||
| N | |||
| Non-return valves to bilges | { | 122(a) (b), 125(g) (h) | |
| Nuts for boiler stays (longitudinal) | 201(c) | ||
| Nuts for boiler stays (C. C.) | 202(c) | ||
| O | |||
| Ogee Ring | 197 | ||
| Oil Engines | 275-288 | ||
| Oil Engines Air bottles | 177, 278 | ||
| Oil Engines Air pipes | 279 | ||
| Oil Engines Cylinder liners | 276 | ||
| Oil Engines Relief valves to cylinders | 283 | ||
| Oil Engines Reversing gear | 284 | ||
| Oil Engines Separators for compressors | 283(d) | ||
| Oil Engines Shafts for | 275 | ||
| Oil Engines Starting air receivers | 277 | ||
| Oil Fuel Air pipes and overflow pipes | 260 | ||
| Oil Fuel Burners | { | 267(d), 272, 274(III) | |
| Oil Fuel Changing of burners | 267(d) | ||
| Oil Fuel Clearance space between boilers and tank top | 269(c) | ||
| Oil Fuel Conversion to coal or vice versa | 273 | ||
| Oil Fuel Cooking ranges | 274 | ||
| O—Continued | |||
| Oil Fuel Engineers instructions | 272 | ||
| Oil Fuel Filling lines to be tested | 267(b) | ||
| Oil Fuel Flash point | 254-256, 272 | ||
| Oil Fuel Funnel dampers and uptakes | 268 | ||
| Oil Fuel Galleys | 274 | ||
| Oil Fuel Heaters | 263, 269(d) | ||
| Oil Fuel Heating coils | 257(f) | ||
| Oil Fuel Lagging of boilers | 269(c) | ||
| Oil Fuel Lighting of spaces | 270 | ||
| Oil Fuel Open drains not permitted | 258(c) | ||
| Oil Fuel Overflow tank | 273 | ||
| Oil Fuel Plan of piping arrangements to be supplied to engineers | 272 | ||
| Oil Fuel pipes | 265 | ||
| Oil Fuel Portable lamps (use of) | 270 | ||
| Oil Fuel Precautions before entering a tank | 272 IV | ||
| Oil Fuel Precautions to be observed by Surveyors | 254 | ||
| Oil Fuel Pumps | 262, 264 | ||
| Oil Fuel Recommendations | 273 | ||
| Oil Fuel Relief valve | 267(b) | ||
| Oil Fuel Settling tanks | 257-259, 286 | ||
| Oil Fuel Sounding arrangements | 261 | ||
| Oil Fuel Storage, and construction of tanks | 257, 258 | ||
| Oil Fuel tanks | 25 | ||
| Oil Fuel Thermometer pockets | 258(b) | ||
| Oil Fuel Torches (lighting) to be extinguished after use | 272(II) | ||
| Oil Fuel Valves and fittings | 266, 267 | ||
| Oil Fuel Ventilation | 269, 272 IV | ||
| Oil Fuel Water tube boilers | 269(c) | ||
| Oil Separators for compressors | 283(d) | ||
| Old steam pipes, examination and testing of | 224(bIV) | ||
| Openings in bulkheads and shell, Annual survey | 94-95 | ||
| O—Continued | |||
| Openings in fire resisting bulkheads | 52(2c) | ||
| Openings means of closing | 31 | ||
| Openings means ships side above margin line | 49, 72 | ||
| Openings means ships side below margin line | 42-48 | ||
| Openings means ships side below margin line limitation of | 42 | ||
| Openings means W.T. bulkheads | 28, 29, 94 | ||
| Openings means Weather deck | 50 | ||
| Overhauls surveyors to be notified | 130(a) | ||
| Owners survey Annual survey to be concurrent with | 130(a) | ||
| Owners survey Owners to notify surveyors | 130(a) | ||
| P | |||
| Painting, survey prior to | 3 | ||
| Passenger ships Date of laying keel or conversion | 118(b) | ||
| Passenger ships General bilge pumping requirements | 119-128 | ||
| Passenger ships River Trade bilge pumping requirements | 128 | ||
| Passenger ships Unberthed Trade bilge pumping requirements | 127 | ||
| Patches Cup patches over stay ends | 134 | ||
| Patches Temporary in boilers | 134 | ||
| Peak Bulkheads | 14 | ||
| Peak Suction to | 122(c) | ||
| Peak Pumps for | 125(a) | ||
| Permeability | 9, 55, 69 | ||
| Permissible length of compartments | 10 | ||
| Pipes Air | 15(4), 279 | ||
| Pipes Air to fuel tanks | 260 | ||
| Pipes Bending of (copper) | 220(b) | ||
| Pipes Bilge (arrangement of) | 120 | ||
| Pipes Bilge Bends at bulkheads | 120(b) | ||
| Pipes Bilge Bye-pass in coal fired ships | 125(h) | ||
| Pipes Bilge diameter of bilge injection | 125(h) | ||
| P—Continued | |||
| Pipes Bilge diameter of main and branch suctions | 121 | ||
| Pipes Bilge direct suctions to both sides of side | 125(f) | ||
| Pipes Bilge discharge | 45 | ||
| Pipes Bilge emergency | 122(d) | ||
| Pipes Bilge flexible | 125(f) | ||
| Pipes Bilge fore peak | 122(c) | ||
| Pipes Bilge Lead not permitted in certain places | 120(b) | ||
| Pipes Bilge Motor-ships | 126 | ||
| Pipes Bilge Non return valves at open ends in holds | 122(b) | ||
| Pipes Bilge Securing to bulkheads | 30, 122(f) | ||
| Pipes Bilge Ships carrying unberthed passengers | 127 | ||
| Pipes Bilge tail pipes to be straight | 123 | ||
| Pipes Exhaust and steam to steering gears | 292(c) | ||
| Pipes Etc. through bulkheads | 30 | ||
| Pipes Feed | { | 172, 175, 176, 220-222, 244 | |
| Pipes Feed hydraulic tests of | { | 176, 220(c), 221(c) | |
| Pipes Oil fuel | { | 261, 262, 263, 265, 272, 274, 279(b) | |
| Pipes Spare for motor vessels | 288 | ||
| Pipes Steam | { | 172, 176, 220-222, 223, 224, 225, 292(c) | |
| Pipes Steam hydraulic tests of | { | 176, 220(c), 221(c), 224, 225 | |
| Pipes Water gauge | 241(b) (d) | ||
| Plans Boiler and Machinery to be submitted | 118(e), 129, 139 | ||
| Plans Deviations from to be notified to surveyors | 141(b) | ||
| Plans Fuel oil installations to be supplied to ship’s engineers | 272 | ||
| Plans Submission of (Hull) | 1(3), 2, 74 | ||
| P—Continued | |||
| Patches Cup, over boiler stays | 134 | ||
| Patches Temporary in boilers | 134 | ||
| Plates, Annealing of | 156(b) | ||
| Plates, Bend tests to be made | 147(f) | ||
| Plates, Defective | 152, 156 | ||
| Plates, Inspection (General) | 156 | ||
| Plates, Number and nature of tests | 153 | ||
| Plates, Tensile tests | 148-156 | ||
| Plugs for side scuttles | 49(3) | ||
| Ports (gangway, cargo and coal) | 47, 49 | ||
| Power for going astern | 294 | ||
| Pressure gauge (Boilers) | 238 | ||
| Pressure gauge (Lubricating oil pumps) | 281 | ||
| Pressure Working, of boiler shells | 187 | ||
| Process of manufacture, ship castings and forgings | 103 | ||
| Propeller shafts (to be withdrawn) | 130(b) | ||
| Propeller shafts Brackets | 106 | ||
| Pumping, Bilge | 118-128 | ||
| Pumping, Bilge Modification for River Trade | 128 | ||
| Pumping, Bilge Modification for Unberthed passenger trade | 127 | ||
| Pumps Bilge, Capacities of | 125(f) | ||
| Pumps Bilge, Emergency | { | 122(d), 125(d) (g), 128(b) (c) (d) | |
| Pumps Bilge, Fore peak | 125(a) | ||
| Pumps Bilge, General arrangements | 119-128 | ||
| Pumps Bilge, Hand type | 125(c) (g), 128(b) | ||
| Pumps Bilge, Independent | 125, 128(b) (d) | ||
| Pumps Bilge, Main Circulating | 125(h) | ||
| Pumps Bilge, Power, definition and position | { | 125(b) (e), 128(b) (d) | |
| P—Continued | |||
| Pumps Cooling | 280 | ||
| Pumps Lubricating oil | 281 | ||
| Pumps Oil fuel | 262, 264 | ||
| Q | |||
| Quadrants (Rudder) | 106 | ||
| R | |||
| Recesses in Bulkheads | 13, 21 | ||
| Reciprocating engine shafts | 247 | ||
| Records of hydraulic tests to boilers | 137(g) | ||
| Records of running surveys to be kept | 130(a) | ||
| Refrigerating machines, Survey of | 253 | ||
| Relaxation for ships in Simla Trade | 54 | ||
| Relief valves to Air bottles and reservoirs | 130(b), 283(b) | ||
| Relief valves to distiller | 251 | ||
| Relief valves to feed pipe and filters | 219, 244(f) | ||
| Relief valves to high pressure discharges of compressor | 130(b), 283(c) | ||
| Relief valves to motor engine cylinders | 130(b), 283(a) | ||
| Repairs to boilers by welding | 135 | ||
| Reversing gear (motor engines) | 284 | ||
| River Trade, Modifications | 68-73, 128 | ||
| Riveted Air Receivers | 277(b) | ||
| Riveted Joints, Calculation of the strength of | 183, 184 | ||
| Rivet holes to be fair | 178(d) | ||
| Rivet tests of | { | 157, 158(d), 159, 161 | |
| Rivet tests of (Bend) | 157, 161(aI) | ||
| Rivet tests of (Contraction of area) | 161(a2) | ||
| Riveting of bulkheads | 18 | ||
| Rubbish Shoots | 46 | ||
| R—Continued | |||
| Rudder Frames | 106 | ||
| S | |||
| Safety-Valves Accumulation tests of | 233 | ||
| Safety-Valves Approved designs (List) | 235 | ||
| Safety-Valves Area of | 230 | ||
| Safety-Valves Arrangements of | { | 228, 230-232, 239 | |
| Safety-Valves Chests | { | 230(b), 231, 236(e) (f), 239 | |
| Safety-Valves Cockburn MacNicol Safety type | 230(a) | ||
| Safety-Valves Conditions to be complied with | 231, 232 | ||
| Safety-Valves Distillers | 251 | ||
| Safety-Valves Easing gear for | 231 | ||
| Safety-Valves Evaporators | 218(d) (e) (g) | ||
| Safety-Valves Examination of | 226, 231 | ||
| Safety-Valves Feed heaters and filters | 219 | ||
| Safety-Valves Lists of | 231 | ||
| Safety-Valves Limit of weight to be placed on | 129, 227 | ||
| Safety-Valves Locking of | 229, 231 | ||
| Safety-Valves Overloading is an offence | 227 | ||
| Safety-Valves Owner’s, Master’s and Engineer’s responsibilities | 229 | ||
| Safety-Valves Plans or alterations to be submitted | 234 | ||
| Safety-Valves Responsibility of surveyor | 231 | ||
| Safety-Valves Separate chest for | 219(b) | ||
| Safety-Valves Spring loaded | 232, 233 | ||
| Safety-Valves Spring Protection of | 232(III) | ||
| Safety-Valves Superheaters | 215 | ||
| Safety-Valves Surveyor to see valves adjusted | 129, 227 | ||
| Safety-Valves Tests under steam | 233 | ||
| Safety-Valves Tests gauge supplied by Government | 233 | ||
| S—Continued | |||
| Safety-Valves Waste steam pipe | 230(c), 231 | ||
| Salinometer cock | 237 | ||
| Scuppers and Sanitary Discharges | 44 | ||
| Sea cocks and discharges Annual Survey of | 130(b) | ||
| Self-closing cocks on sounding pipes | 124, 261 | ||
| Self-closing top valves on W.T. boilers | 239(b) | ||
| Shaft tunnel | 14, 23 | ||
| Shafting Coupling flanges and bolts | 250 | ||
| Shafting Crank webs of cast steel | 169, 245, 247(c) | ||
| Shafting Heavy oil engines | 275 | ||
| Shafting Materials | 245 | ||
| Shafting paddle | 247(bII) | ||
| Shafting reciprocating engines | 247 | ||
| Shafting tests of materials | 164-167 | ||
| Shafting thrust | 248 | ||
| Shafting tube and tail ends | 249 | ||
| Shafting turbine driven | 246 | ||
| Shafting turbine driven wheel shafts | 246(b) | ||
| Shell (castings attached to) | 108, 111 | ||
| Shoots, ash and rubbish, etc. | 46 | ||
| Side Scuttles | 43, 49, 61 | ||
| Side Scuttles plans of | 74 | ||
| Side Scuttles tests of cast steel | 107 | ||
| Side Scuttles tests of malleable cast iron | 110 | ||
| Signals, distress | 82-88 | ||
| Simla Rules | { | 117, 118(c), 127, 271 | |
| Simla Trades, coasting voyage | 64-67 | ||
| Simla Trades, international and short international voyages | 54-63 | ||
| Simla Trades, modified requirements for | 54-73 | ||
| Simla Trades, river trade | 68-73 | ||
| S—Continued | |||
| Slide Valves (Survey of) | 130(b) | ||
| Small boilers hydraulic testing of | 133, 137(c) | ||
| Small boilers working pressure on shells | 187 | ||
| Smoke tubes (Plain) | 205 | ||
| Sound Signals for W.T. doors | 38 | ||
| Sounding pipes (Bilges) | 15(4), 124 | ||
| Sounding pipes (Oil fuel tanks) | 261 | ||
| Spare gear, examination of | 130(b) | ||
| Spare gear, Motorships | 288(c) | ||
| Spare gear, Steamships and reciprocating engines | 288(a) | ||
| Spare gear, Tiller for steering gear | 292(f) | ||
| Spare gear, Turbines | 288(b) | ||
| Stability | 13, 53, 74(5), 116 | ||
| Stability check of particulars at annual survey | 97 | ||
| Stamping boilers after hydraulic test | 138 | ||
| Stamping of castings and forgings | 101, 147 | ||
| Stand pipes for water gauges | 241(b) | ||
| Starting air containers, survey of | 130(b) | ||
| Stays Boiler | { | 134, 148(a), 157-160 | |
| Stays Combustion chamber | 202 | ||
| Stays Flat plates supported by | 190, 191 | ||
| Stays Longitudinal | 201 | ||
| Stays Not to be welded | 200 | ||
| Stays Spacing of through cylindrical shell | 186 | ||
| Stays Tubular | 203 | ||
| Stays Tubular Minimum thickness of | 203(c) | ||
| Stays Tubular threads, etc | 203(b) | ||
| Steam Chests hydraulic tests of | 137 | ||
| Steam Drainage | 223 | ||
| Steam Pipes (Copper) | 220, 225 | ||
| S—Continued | |||
| Steam Pipes expansion | 222 | ||
| Steam Pipes hydraulic tests | { | 220, 221, 224, 225 | |
| Steam Pipes iron | 174, 221 | ||
| Steam Pipes lagging causing corrosion | 225 | ||
| Steam Pipes Lap-welded steel | 173, 221 | ||
| Steam Pipes periodical tests of | 224 | ||
| Steam Pipes socket expansion joints undesirable | 222 | ||
| Steam Pipes solid drawn steel (also feed pipes) | 172, 221 | ||
| Steam Pipes which to be tested | 225 | ||
| Steam Pipes water hammer | 225(b) | ||
| Steel Approved makers (list) | 145 | ||
| Steel Bears (tests of) | 147(f) | ||
| Steel Bend tests | 147(f), 148(bII) | ||
| Steel Boiler (tests of) | 143, 144 | ||
| Steel Castings and forgings | 100-108 | ||
| Steel Castings (tests of) | { | 144,147(b) (c) (d) ,168-171 | |
| Steel Certified by Board of Trade | 144 | ||
| Steel Crank Shafts | { | 164-167, 169, 245, 247, 250, 275 | |
| Steel Defects, freedom from | 152, 156 | ||
| Steel Forgings or castings to be tested | { | 144, 147(b) (c) (d), 168-171 | |
| Steel Identification marking | 150 | ||
| Steel Mild, for ships hulls, Quality | 98 | ||
| Steel Process of manufacture | 143 | ||
| Steel Solid drawn air bottles | 177, 278 | ||
| Steel Solid drawn steam and feed pipes | { | 172, 175, 176, 221-222, 223, 224 | |
| Steel Tests Annealing test pieces | 147(b) | ||
| S—Continued | |||
| Steel Tests pieces to be straightened cold | 147(g) | ||
| Steel Tests pieces selection of | 147(a) | ||
| Steel Tests Stay bars | 148, 157-161 | ||
| Steel Tests Standard | 148, 149 | ||
| Steel Tests Temper bend | { | 147(b), 148(bIV) | |
| Steel Tests Tensile, on plates, Tee and angle bars | 148, 157-160 | ||
| Steel Tests results to be recorded | 151 | ||
| Steel Tests witnessing of by surveyors | 146 | ||
| Steering engines Steam and exhaust pipes | 292(c) | ||
| Steering gear Braking arrangement | 292(f) | ||
| Steering gear Chains, rods, etc. | 292(a) | ||
| Steering gear General arrangement and requirements | 292 | ||
| Steering gear Helmsman to have clear look-out | 292(d) | ||
| Steering gear Indicators and tell-tales | 293 | ||
| Steering gear Overhaul annually | 292(a) | ||
| Steering gear Part of machinery to be surveyed | 129(b) | ||
| Steering gear Relieving tackle | 292(b) | ||
| Steering gear to be tested during machinery trials | 132, 293 | ||
| Stems, stenframes, etc. | 106 | ||
| Steps in W.T. Bulkheads | 13(4), 20 | ||
| Stern bush bearing, length of | 249(e) | ||
| Stern tube, position of | 14 | ||
| Strainers for lubricating oil pumps | 281 | ||
| Strength of bulkheads | 18, 65, 70 | ||
| Strength of inner skins | 24 | ||
| Strength of ship | 2, 17 | ||
| Strength of welded seams | 178(b) | ||
| Strum boxes | 123 | ||
| Studs for feed heaters, evaporators and feed filters, etc. | 217 | ||
| Studs for manhole doors, etc. | 206 | ||
| S—Continued | |||
| Studs for superheaters | 213(e) (f) | ||
| Subdivision—Additional at fore end | 13(2) | ||
| Subdivision—appropriation of spaces | 1 | ||
| Subdivision—criterion of service | 11, 56 | ||
| Subdivision—definition of terms | 6 | ||
| Subdivision—degree of | 5 | ||
| Subdivision-floodable length | 7, 8 | ||
| Subdivision-load line markings | 1, 16, 59, 92 | ||
| Subdivision-local | 13(7) | ||
| Subdivision-longitudinal | 13(8) | ||
| Subdivision-permeability | 9, 55, 69 | ||
| Subdivision-permissible length | 10 | ||
| Subdivision-plans and calculations, submission of | 74(2) | ||
| Subdivision-rules for | 12, 57 | ||
| Subdivision-rules special for | 13, 58 | ||
| Subdivision-verification of particulars | 75 | ||
| Suction pipes to bilges | 120-123 | ||
| Suction pipes to bilges diameter of | 121 | ||
| Suction pipes to forepeak | 122(c) | ||
| Suction pipes to machinery spaces | 123 | ||
| Suction pipes to Strums at ends of | 123 | ||
| Suction pipes to Tunnel well bilges | 123 | ||
| Suction pipes to Motorship bilges | 126 | ||
| Superheaters Bellmouthing of tubes | 121(c) | ||
| Superheaters Chests not to be of Cast Iron | 236(e) | ||
| Superheaters Clamps, dogs and studs | 213(e) (f) | ||
| Superheaters Copper pipes not allowed | 220 | ||
| Superheaters Cylindrical | 212 | ||
| Superheaters Hydraulic test | 137, 212 | ||
| Superheaters Particulars to be submitted | 211 | ||
| Superheaters Safety-valves for | 215 | ||
| S—Continued | |||
| Superheaters To be tested when finally erected | 213(g), 214(d) | ||
| Superheaters Tubes | { | 162,213(b) (c) (d), 214(b) (c) | |
| Superheaters Tubes subject to external pressure | 212 | ||
| Superheaters Tubulous, attached to Cylindrical Boilers | 213 | ||
| Superheaters Water-tube boilers | 214 | ||
| Surveys, Annual | 89-97 | ||
| Surveys, before painting and cementing | 3 | ||
| Surveys, during construction | 1 | ||
| Surveys, renewal of passenger and safety certificate | 89-97 | ||
| Surveyor’s Duties of | 89 | ||
| T | |||
| Tail Pipes to bilges to be straight | 123 | ||
| Tail Shafts | 249 | ||
| Tail Shafts liners | 249 | ||
| Tanks, Oil fuel | { | 25, 27, 257-260, 267, 269, 272, 273 | |
| Tanks, Oil fuel Sounding arrangements | 261 | ||
| Tanks, Oil fuel Testing | 27 | ||
| Tanks, Oil fuel Valves, fittings and pipes to | 267 | ||
| Temper bend tests | { | 148(bIV), 153, 155 | |
| Temporary patches on boilers | 134 | ||
| Tensile Tests Air bottles | 177 | ||
| Tensile Tests Angle and Tee bars | 148(a), 158(c) | ||
| Tensile Tests Bars, rods and stays | { | 148, 149, 150, 151 | |
| Tensile Tests Combustion chamber stay bars | 160(b) | ||
| Tensile Tests Duplication of if first test fails | 149 | ||
| Tensile Tests Forgings and castings | 148(a), 164-171 | ||
| T—Continued | |||
| Tensile Tests Lap welded steam and feed pipes (Iron) | 174 | ||
| Tensile Tests Lap welded steam and feed pipes (Steel) | 173 | ||
| Tensile Tests Materials under 3/8” thickness | 154(c) | ||
| Tensile Tests Pieces breaking outside mid length to be discarded | 149 | ||
| Tensile Tests Plates | 148(a), 154 | ||
| Tensile Tests Solid drawn steel feed and steam pipes | 172 | ||
| Testing Machines | 296 | ||
| Tests Cold bend | { | 147(d) (e) (f), 148(b), 157, 159-161, 166, 170, 177 | |
| Tests Cross check tests of boiler plates | 153(b) | ||
| Tests Distress signals | 87 | ||
| Tests Duplication of when first test fails | 149 | ||
| Tests Flanging plates or plates to be welded | 154(b) | ||
| Tests Freedom from defects in material | 152 | ||
| Tests General, castings and forgings (hull) | 100-102, 105 | ||
| Tests Hose of W.T. Bulkheads | 26 | ||
| Tests Hull Double bottoms, forepeak, etc. | 27 | ||
| Tests Hull castings and forgings, principal | 106 | ||
| Tests Hull castings and forgings, other than principal | { | 107, 108, 110, 111 | |
| Tests Marks to be stamped on boiler | 138 | ||
| Tests Notice to be given to surveyor | 146 | ||
| Tests Number and nature of on boiler plates | 153-156 | ||
| Tests On Machinery trials | 290 | ||
| T—Continued | |||
| Tests Pieces for forgings and castings | { | 148(a) (b), 164(c), 168 | |
| Tests Pieces for plates and bars | { | 148(a) (b), 153-160 | |
| Tests Pieces to be similarly treated with parent material | 147(b) | ||
| Tests Pieces standard dimensions | 105 | ||
| Tests Pressure and hose-Surveyor to be present | 1 | ||
| Tests Pressure of fore peak, double bottoms, inner skins, etc. | 27 | ||
| Tests Results to be recorded | 151 | ||
| Tests Rolled surfaces of materials to be retained on test piece | 157(b) | ||
| Tests Small sectional material | 147(e) | ||
| Tests Steel castings | 168-171 | ||
| Tests Steering gear | 132 | ||
| Tests Steam pipes | 172, 220, 225 | ||
| Tests Temper bend | 149(b4) | ||
| Tests Watertight doors | 40 | ||
| Thermometer pockets on fuel tanks | 258(b) | ||
| Thrust shafts | 248 | ||
| Tiller Construction of | 106 | ||
| Tiller Spare to be carried | 292(f) | ||
| Tiller Strength of | 292(a) | ||
| Trails Machinery to be tests before issuing declaration | 132, 290, 293 | ||
| Trunks W.T. | 22 | ||
| Trunks Air, through bulkheads | 28 | ||
| Tubes Boiler | 162, 163 | ||
| Tubes Diameter less than 1 1 2 ” | 162(1) | ||
| T—Continued | |||
| Tubes Expanding tests | 162(b2) | ||
| Tubes Flattening tests | 162(b1) (c) | ||
| Tubes Freedom from defects | 162(b) | ||
| Tubes Iron, (Steam) | 174, 203 | ||
| Tubes Manufacturers certificate accepted | 162(c) | ||
| Tubes Smoke | 205 | ||
| Tubes Stay | 203 | ||
| Tubes Steam and feed | 172, 173 | ||
| Tubes Straightness of | 162(d) | ||
| Tubes Superheater | 213(b) (c) (d) | ||
| Tubes Tolerance of diameters | 162(e1, 2, 3) | ||
| Tubes Water tube boilers | 207, 210 | ||
| Tube Water tube boilers seating of | 210(c) | ||
| Tube plates of boilers | 191 | ||
| Tube plates Compression | 199 | ||
| Tunnel | 14 | ||
| Tunnel Construction | 23 | ||
| Tunnel Escape | 51(2) | ||
| Tunnel Examination of | 93 | ||
| Tunnel well bilge suction | 123 | ||
| Tunnel, W.T. scantlings of | 23, 93 | ||
| Turbines, Parts to be opened for annual survey | 130(a) (b) | ||
| Turbines, Shafting | 246 | ||
| Turbines, Spares | 288(b) | ||
| U | |||
| Unberthed Passenger ships Modified bilge pumping requirements | 127 | ||
| Uptakes in Haystack boilers | 198 | ||
| Unnecessary tests of materials to be avoided | 151 | ||
| Unusual Arrangements of bilge pumping | 118(d) | ||
| Unusual Arrangements of boilers and machinery | 141 | ||
| V | |||
| Valves Ash ejectors and Expellers | 46(2) | ||
| Valves Bilge | 122, 125(g) (h) | ||
| Valves Bilge attached to bulkhead | 122(f) | ||
| Valves Bilge operating rods for | 122(d) (e) | ||
| Valves Boiler Annual survey of | 131(c) | ||
| Valves Boiler Closing by right hand motion | 236(b) | ||
| Valves Cocks, etc. on boilers (Design and Materials) | 236-244 | ||
| Valves Cocks and fittings for oil fuel installation | 266, 267 | ||
| Valves Discharge, etc. | 45 | ||
| Valves Sluice, not permitted in W.T. Bulkheads | 29 | ||
| Valves Water tube boilers | 131(c) | ||
| Ventilation of engine room | 287 | ||
| Ventilation of fuel oil tanks before entering | 272 | ||
| Ventilators, W.T. | 22 | ||
| Vertical boilers Circumferential seams | 184(c) | ||
| Vertical boilers Working pressure of | 187(c) | ||
| Vessels boilers (Evaporators, Shell, etc.) subject to water pressure only | 216 | ||
| W | |||
| Warps Cables and Anchors | 81 | ||
| Washers on flat plates of boilers | 190 | ||
| Water ballast and fresh water to be separate | 120 | ||
| Water ballast and oil fuel to be separate | 257(c) | ||
| Water (Fresh) and oil fuel to be separate | 257(d) | ||
| Water Gauges details of | 241 | ||
| Water Gauges number required and positions of | 240, 241 | ||
| Water Gauges test cocks | 242 | ||
| Water Hammer in steam pipes | 222(a) | ||
| Water Service (Cooling) | 280 | ||
| Watertight Compartment, exits from | 51, 62 | ||
| Watertight Deck (definition of) | 6(13) | ||
| Watertight Doors Classes of | 33, 41, 60, 66 | ||
| Watertight Doors Construction of | 39 | ||
| Watertight Doors Hand gear for | 34 | ||
| Watertight Doors Indicator for | 37 | ||
| Watertight Doors Plan and particulars of | 74 | ||
| Watertight Doors Screening of | 39(6) | ||
| Watertight Doors Test of | 40 | ||
| Watertight Doors Type of | 32 | ||
| Watertight Doors which close by own weight | 35 | ||
| Watertight Doors which close by power | 36 | ||
| W—Continued | |||
| Water-tube boilers Access by manholes | 208(d) | ||
| Water-tube boilers Annual survey | 131 | ||
| Water-tube boilers Brickwork and bridges | 131(b) | ||
| Water-tube boilers Cocks and valves on | 131(c) | ||
| Water-tube boilers Drums | 208 | ||
| Water-tube boilers Drums longitudinal joints of | 208(b) | ||
| Water-tube boilers Drums tube plates of | 208(c) | ||
| Water-tube boilers General construction rules | 207 | ||
| Water-tube boilers Headers and analogous fittings | 209 | ||
| Water-tube boilers Mud collecting arrangements | 207(c) | ||
| Water-tube boilers Precautions for oil fuel firing | 254-273 | ||
| Water-tube boilers Self-closing valves | 239(b) | ||
| Water-tube boilers Superheaters | 211, 212, 214 | ||
| Water-tube boilers Tubes for | 207, 210 | ||
| Water-tube boilers Water gauges | 240(e) | ||
| Water-tube boilers When more than one connected together | 239(b) | ||
| Water-tube boilers Working pressure on tube plates of drums | 187(b) | ||
| Weather deck (definition of) | 6(14) | ||
| Weather deck (openings in) | 50 | ||
| Welded seams Strength of | 178(b) | ||
| Welding, electrodes | 99 | ||
| Welding, Hydraulic tests on completion | 135 | ||
| Welding, Oxy acetylene | 135 | ||
| Welding, Old furnaces | 135 | ||
| Welding, Repairs to boilers | 135 | ||
| Welding, Wells in inner bottom | 15(3) | ||
| W—Continued | |||
| Wheel shafts of geared turbines | 246(b) | ||
| Wide water spaces in boilers | 191(b) | ||
| Wing bilge suctions necessary | 119 | ||
| Wireless generator in motor boat to be surveyed | 129(b) | ||
| Working pressure Boiler shells | 187 | ||
| Wrought Iron, used in construction of ships | 98 | ||