Merchant Shipping (Safety) (Passenger Ship Construction) (Ships Built Before 1 September 1984) Regulations
(Cap. 369, sections 94, 107 and 112B)
(Enacting provision omitted—E.R. 3 of 2022)
[2 August 1991]
(Format changes—E.R. 3 of 2022)
(Repealed L.N. 138 of 1994)
(Omitted as spent—E.R. 3 of 2022)
In these regulations except when the context otherwise requires—
“A” Class division (“A”級隔板) has the meaning given by regulation 1(3) of the Merchant Shipping (Safety) (Fire Protection) (Ships Built On or After 1 September 1984) Regulations (Cap. 369 sub. leg. Y); (L.N. 255 of 2018) accommodation spaces (起居艙) means— (a)public spaces; (b)corridor and lobbies; (c)stairways; (d)lavatories; (e)cabins; (f)offices; (g)crew spaces; (h)barber shops; (i)pantries not containing cooking appliances; (j)lockers; (k)spaces similar to any of the foregoing and trunks to such spaces; alteration (改動), for the purposes of the definition of constructed, means any repair, alteration or modification that is of a major character; (L.N. 255 of 2018) approved (批准) means approved by the Director; “B” Class division (“B”級隔板) means a bulkhead, part of a deck, ceiling or lining which is— (a)so constructed as to be capable of preventing the passage of flame to the end of the first 30 minutes of the standard fire test; (b)so constructed as to provide an insulation standard such that, if the division is exposed to a standard fire test, the average temperature on the unexposed side of the division shall not increase more than 139oC above the initial temperature, nor shall the temperature at any one point, including any joint, rise more than 225oC above the initial temperature within the time listed below:| “B-15” standard | 15 minutes |
| “B-0” standard | 0 minute; and |
| At the end of the first 5 minutes | 538°C |
| At the end of the first 10 minutes | 704°C |
| At the end of the first 30 minutes | 843°C |
| At the end of the first 60 minutes | 927°C; |
(L.N. 94 of 2017; E.R. 3 of 2022)
Subject to section 33(4) of the Ordinance and to paragraphs (b) and (c), these regulations apply to Hong Kong passenger ships wherever they may be and to other passenger ships while they are within the waters of Hong Kong, except— (L.N. 138 of 1994)
ships the keels of which were laid, or which were at a similar stage of construction, on or after 1 September 1984; or
ships which, although constructed before that date were subsequently converted to passenger ships, such conversion having commenced on or after that date.
Part VIIB shall only apply to non-Hong Kong ro/ro passenger ships while they are in the waters of Hong Kong.
Regulations 9B to 9I shall not apply to non-Hong Kong ships. (L.N. 138 of 1994)
Any reference in these regulations, apart from the Schedules, to a Table by number only is a reference to the Table contained in regulation 55 or 71, as the case may be.
The Director may exempt certain classes of ships or individual ships from the provisions of any of these regulations, subject to such conditions as he may specify, and may alter or cancel any exemption so granted. Without limiting the generality of regulation 1(3), the Director may exempt—
any existing ship, not being a ship converted on or after 25 May 1980 from the requirements of these regulations to the extent that he is satisfied that compliance therewith is unreasonable or impracticable in the circumstances;
any ship of Class II or II(A) (as defined in regulation 3) which does not proceed more than 20 miles from the nearest land, from the requirements of these regulations to the extent that he is satisfied that compliance therewith is unreasonable or impracticable by reason of the sheltered nature and conditions of the intended services of the ship;
any ship which is not normally engaged on international voyages but which, in exceptional circumstances is required to undertake a single international voyage, from any of the requirements of these regulations, if she complies with safety requirements which in the opinion of the Director are adequate for the voyage which is to be undertaken by the ship;
any ship which embodies features of a novel kind, from any of the requirements of these regulations if the application might, in his opinion, seriously impede research into the development of such features and their incorporation in ships engaged on international voyages, if she complies with safety requirements which, in the opinion of the Director, are adequate for the service for which it is intended and are such as to ensure the overall safety of the ship;
any ship of Class I or II employed in special trades for the carriage of large numbers of special trade passengers, such as the pilgrim trade, from any of the requirements of these regulations, if she complies fully with the provisions of—
the Final Act of the International Conference on Special Trade Passenger Ships 1971 (Cmnd. 5103); and
the Protocol on Space Requirements for Special Trade Passenger Ships 1973 (Cmnd. 5530).
For the purposes of these regulations passenger ships shall be arranged in the following Classes:
Ships engaged on international voyages
Class I—Ships engaged on voyages (not being short international voyages) any of which are long international voyages.
Class II—Ships engaged on voyages (not being long international voyages) any of which are short international voyages.
Ships not engaged on international voyages
Class II(A)—Ships engaged on voyages of any kind other than international voyages.
In this regulation the following expressions have the following meanings respectively—
long international voyage (長途國際航程) means an international voyage which is not a short international voyage within the meaning of Part II of the Ordinance; voyage (航程) includes an excursion.The structural strength of every ship to which these regulations apply shall be sufficient for the service for which the ship is intended.
Save where the context otherwise requires, this Part applies to every ship to which these regulations apply, except that—
a ship to which this Part applies which complies fully with all the equivalent requirements specified in IMCO Resolution A265 (VIII) need not comply with the requirements of this Part; and
a Hong Kong passenger ship and to which these regulations apply shall comply with regulations 16 and 17 of the Merchant Shipping (Safety) (Passenger Ship Construction and Survey) (Ships Built On or After 1 September 1984) Regulations (Cap. 369 sub. leg. AM) in substitution for compliance with regulations 16 and 17 of these regulations. (E.R. 3 of 2022)
Every ship to which this Part applies shall be subdivided by bulkheads, which shall be watertight up to the bulkhead deck, into compartments the maximum length of which shall be calculated in accordance with such of the provisions of Schedule 1 as apply to that ship. Every other portion of the internal structure which affects the efficiency of the subdivision of the ship shall be watertight, and shall be of a design which will maintain the integrity of the subdivision.
Every ship to which this Part applies shall be provided with a collision bulkhead which shall be watertight up to the bulkhead deck and shall be fitted at a distance from the ship’s forward perpendicular of not less than 5% of the length of the ship and not more than 3.05 metres plus 5% of such length. If the ship has a forward superstructure, the collision bulkhead shall be extended weathertight to the deck next above the bulkhead deck. The extension shall not be required to be fitted directly over the bulkhead below, provided that it is at least 5% of the length of the ship from the forward perpendicular and the part of the bulkhead deck which forms the step is made effectively weathertight. The plating and stiffeners of such extension shall be constructed in accordance with the provisions of Schedule 4 as if the extension formed part of a bulkhead immediately below the bulkhead deck.
Every such ship shall be provided with a watertight afterpeak bulkhead and with watertight bulkheads dividing the space appropriated to the main and auxiliary propelling machinery, boilers, if any, and the permanent coal bunkers, if any, from other spaces. Such bulkheads shall be watertight up to the bulkhead deck, provided that the afterpeak bulkhead may be stopped below the bulkhead deck if the safety of the ship is not thereby impaired.
The stern gland of every such ship shall be situated in a watertight shaft tunnel or other watertight space separate from the stern tube compartment and of such a volume that if the tunnel or space is flooded the margin line will not be submerged. The stern tube shall be enclosed in a watertight compartment, the volume of which shall be the smallest compatible with the proper design of the ship.
Subject to the provisions of this regulation, every ship of Class I, Class II or Class II(A) shall be fitted with a watertight double bottom which shall be at least of the following extent—
in ships of 50 metres but less than 61 metres in length, from the machinery space to the collision bulkhead or as near to that bulkhead as is practicable;
in ships of 61 metres but less than 76 metres in length, from the collision bulkhead to the afterpeak bulkhead or as near to those bulkheads as is practicable, but not necessarily in the machinery space;
in ships of 76 metres in length or over, from the collision bulkhead to the afterpeak bulkhead or as near to those bulkheads as is practicable.
When a double bottom is required by this regulation to be fitted in a ship, its moulded depth in millimetres measured at the centre line shall be not less than 406 plus 4.17 times the length of ship in metres and the inner bottom shall be continued out to the ship’s sides in such a manner as to protect the bottom to the turn of the bilge. The inner bottom shall be deemed to be adequate for this purpose if the line of intersection of the outer edge of the margin plate with the bilge plating is not lower at any point than a horizontal plane passing through the point of intersection with the frame line amidships of a transverse diagonal line inclined at 25o to the base line and cutting it at a point one-half of the ship’s moulded breadth from the centre line.
Wells constructed in the double bottom for the purpose of drainage shall not be larger nor extend downwards more than is necessary for such purpose. The depth of the well shall in no case be more than the depth of the double bottom at the centre line, less 457 millimetres, nor shall the well extend below the horizontal plane referred to in subregulation (2), provided that a well extending to the outer bottom may be constructed at the after end of a shaft tunnel.
Wells for purposes other than drainage shall not be constructed in the double bottom. The Director may exempt any ship from the requirements of this subregulation in respect of any well which he is satisfied will not diminish the protection given by the double bottom. (E.R. 3 of 2022)
Nothing in this regulation shall require a double bottom to be fitted in way of watertight compartments of moderate size used exclusively for the carriage of liquids, if the safety of the ship will not be impaired in the event of bottom or side damage by reason of the absence of a double bottom in that position.
The Director may exempt any ship of Class II or Class II(A) from the requirements of a double bottom in any portion of the ship which is subdivided by application of a factor of subdivision not exceeding .5, if he is satisfied that the fitting of a double bottom in that portion of the ship would not be compatible with the design and proper working of the ship.
(Repealed L.N. 138 of 1994)
This regulation applies to every Hong Kong passenger ship to which these regulations apply.
Every ship on her completion shall be inclined and the elements of her stability determined. The master shall be supplied by the owner with reliable information relating to the stability of the ship in accordance with the following provisions of this regulation. The information relating to stability shall, before issue to the master, be submitted to the Director for approval, together with a copy thereof for his retention and shall incorporate such additions and amendments as the Director may in any particular case require.
Every ship of Class I, Class II and Class II(A) shall undergo a lightweight survey to determine the ship’s lightship displacement and longitudinal position of its centre of gravity, before 29 April 1995 unless it has been inclined since 29 April 1990. Every such lightweight survey shall be subject to the conditions specified in subregulation (4).
Every ship of Class I, Class II and Class II(A) shall have a lightweight survey carried out within each period of 5 years to verify any changes in lightship displacement and longitudinal centre of gravity. Such periods shall commence on the date of issue of either a Passenger and Safety Certificate or a Passenger Certificate subsequent to a previous inclining or lightweight survey, whichever date is the earliest. The ship shall be re-inclined whenever, in comparison with the ship’s approved stability information derived from the previous inclining experiment, a deviation from the lightship displacement exceeding 2% or a deviation of the longitudinal centre of gravity exceeding 1% of the ship’s length is found or anticipated. Every inclining or lightweight survey made for this purpose or for the purpose of subregulation (3) shall be carried out in the presence of a Government surveyor. The interval between lightweight surveys of any such ship may be extended by the Director for a period of not more than one year if he is satisfied, on the production to him of relevant information about the ship, that the lightweight survey is not necessary at the required interval.
A report of each inclining or lightweight survey carried out in accordance with subregulations (3) and (4) and of the calculation therefrom of the lightship condition particulars shall be submitted to the Director for approval, together with a copy for his retention. The approved report shall be placed on board the ship by the owner in the custody of the master and shall incorporate such additions and amendments as the Director may in any particular case require. The amended lightship condition particulars so obtained from time to time shall be used by the master in substitution for such previously approved particulars when calculating the ship’s stability.
Following any inclining or lightweight survey carried out in accordance with the requirements of subregulations (3) and (4) on the basis of which the elements of the ship’s stability have been then determined the master shall be supplied by the owner with amended stability information if the Director so requires. The information so supplied shall be submitted to the Director for approval, together with a copy thereof for his retention and shall incorporate such additions and amendments as the Director may in any particular case require.
Where any alterations are made to a ship so as materially to affect the stability information supplied to the master, amended stability information shall be provided. The ship shall be re-inclined if the Director so requires.
Stability information provided pursuant to subregulations (2), (5), (6) and (7) shall be furnished in the form of a book (the stability information book) which shall be kept on board the ship at all times in the custody of the master. The information shall include particulars appropriate to the ship in respect of the matters specified in Schedule 2 and shall be in the form set out in that Schedule.
Every ship shall have a scale of draughts marked clearly at the bow and stern.
Regulations 9C to 9I apply to Hong Kong ships of Class I, Class II, and Class II(A).
The owner of every ship to which this regulation applies shall ensure that the master is provided with information relating to its stability during the process of loading and unloading. This information shall be included in the ship’s stability information book.
Where any alterations are made or changes occur to the ship so as materially to affect the information supplied to the master in accordance with subregulation (1), amended information shall be provided.
The information provided pursuant to subregulations (1) and (2) shall be kept on board the ship at all times in the custody of the master.
The master shall use the information provided in accordance with regulation 9C and, when necessary, make calculations or cause calculations to be made in order to ensure that the process of loading and unloading is carried out safely; in particular, he shall ensure that—
the ship has adequate stability; and
the freeboard at any door giving access to the hull or to an enclosed superstructure is sufficient to prevent the entry of water.
On completion of the loading of the ship and before it proceeds on a voyage, the master or an officer appointed for the purpose by the master shall ascertain—
the ship’s draught at the bow and at the stern;
the trim of the ship by the bow or the stern; and
the vertical distance from the waterline to the appropriate subdivision load line mark on each side of the ship.
The draughts, trim and the vertical distances ascertained in accordance with subregulation (1) shall be recorded by the master or such officer as the case may be in the official log book.
On completion of the loading of a ship of Class I, Class II or Class II(A) and before the ship proceeds on a voyage the master shall cause the vertical position of the ship’s centre of gravity relative to its keel (KG), or its transverse metacentric height (GM), whichever is appropriate for the ship, to be calculated.
Where the calculation is made, the actual weights of goods vehicles and other items of cargo shall be used. For items not required to be so weighted, the declared weights or weights estimated as accurately as possible shall be used.
The calculation shall be made using an on-board loading and stability computer, or an approved shore-based loading and stability computer system, or by such other means as will enable accurate results to be obtained. The method by which the calculation is made shall be in accordance with Merchant Shipping Notice No. M1413.
The master shall record the result of the calculation in the official log book.
Where the calculation is made by means of a shore-based loading and stability computer system, a print-out of the calculation shall be presented to the master before the ship proceeds on its voyage. It shall be the duty of the person responsible for that system to ensure that the calculations are substantially correct.
A full record of the calculation or a copy thereof, shall be retained on the ship for at least one calendar month after the calculation is made and shall be made available for inspection at any time during that period.
Before a ship of Class I, Class II or Class II(A) proceeds on a voyage the master shall cause the maximum permissible KG, or the minimum permissible GM, whichever is appropriate to the ship, to be determined and recorded in the official log book.
Before a ship of Class I, Class II or Class II(A) proceeds on a voyage the master shall ensure that the condition of loading of the ship as recorded in accordance with regulations 9E(2) and 9F(4) is within the permissible standard of stability determined in accordance with regulation 9G and satisfies all the relevant requirements prescribed in the stability information book.
Every ship of Class II shall be provided with a reliable automatic draught gauge system, complying with the requirements of Merchant Shipping Notice No. M1413.
Every ship of Class I or Class II(A) engaged on services which afford only short periods in port or where insufficient lighting is available during periods of darkness, or which include the use of berths exposed to adverse weather, shall be provided with a reliable automatic draught gauge system as prescribed in subregulation (1).
Every other ship of Class I or Class II(A) shall be provided with such an automatic draught gauge system except where the draught marks are located where they can be easily read.
Every ship to which this Part applies shall, in all probable loading conditions, satisfy the following stability criteria after due correction for the effect of free surface of liquids in tanks—
the area under the curve of righting levers (GZ curve) shall not be less than—
0.055 metre-radian up to an angle of 30o;
0.09 metre-radian up to an angle of either 40o or the angle at which the lower edges of any openings in the hull, superstructures or deckhouses, being openings which cannot be closed weathertight, are immersed if that angle be less;
0.03 metre-radian between the angles of heel 30o and 40o or such lesser angle as is referred to in subparagraph (ii); (E.R. 3 of 2022)
the righting lever (GZ) shall be at least 0.20 metre at an angle of heel equal to or greater than 30o;
the maximum righting lever (GZ) shall occur at an angle of heel not less than 30o;
the initial transverse metacentric height shall not be less than 0.15 metre.
Where it is not possible, due to the particular design or operating conditions of a particular ship, to comply with the above criteria, the Director may permit the application of such alternative criteria as he is satisfied gives a standard of stability at least as effective as that specified in subregulation (1).
In addition to the requirements of regulation 10, every ship to which this Part applies shall be so constructed as to provide sufficient intact stability in all service conditions to enable the ship to withstand the final flooding of any one of the main compartments into which the ship is subdivided in accordance with the provisions of regulation 6. If 2 of the main compartments, being adjacent to each other, are separated by a bulkhead which is stepped under the conditions of paragraph 6(3)(a) of Schedule 1, the intact stability shall be adequate to withstand the final flooding of those 2 adjacent main compartments.
Where in any such ship the factor of subdivision required under paragraph 4 or paragraph 9 of Schedule 1 is .50 or less but more than .33, the intact stability shall be adequate to withstand the final flooding of any 2 adjacent main compartments.
Where in any such ship the factor of subdivision required under paragraph 4 of Schedule 1 is .33 or less, the intact stability shall be adequate to withstand the final flooding of any 3 adjacent main compartments.
For the purposes of this regulation the sufficiency of the intact stability of every such ship shall be determined in accordance with the provisions of Schedule 3.
Every ship to which this Part applies shall be so constructed as to keep unsymmetrical flooding when the ship is in a damaged condition at the minimum consistent with efficient arrangements. If cross-flooding fittings are provided in any such ship the fittings shall, where practicable, be self-acting but in any case where controls to cross-flooding fittings are provided, they shall be capable of being operated from an accessible position above the bulkhead deck. Such fittings together with their controls as well as the maximum heel before equalization shall be such as will not endanger the safety of the ship. The cross-flooding fittings shall be capable of reducing the heel within 15 minutes, sufficiently to meet the requirements of paragraph 3(b) of Schedule 3.
If the margin line may become submerged during the flooding assumed for the purposes of the calculation referred to in Schedule 3, the construction of the ship shall be such as will enable the master of the ship to ensure—
that the maximum angle of heel during any stage of such flooding will not be such as will endanger the safety of the ship; and
that the margin line will not be submerged in the final stage of flooding.
There shall be provided by the owner in every such ship a document for the use of the master of the ship containing information as to the use of any cross-flooding fittings provided in the ship.
There shall be provided by the owner in every ship of Class I, Class II or Class II(A) a document for the use of the master of the ship containing the following additional information—
information necessary for the maintenance of sufficient intact stability under service conditions to enable the ship to withstand damage to the extent referred to in Schedule 3; and
information as to the conditions of stability on which the calculations of heel have been based, together with a warning that excessive heeling might result should the ship sustain damage when in a less favourable condition.
In every ship to which this Part applies, when ballasting with water is necessary, the water ballast shall not in general be carried in tanks intended for oil fuel. In ships in which it is not practicable to avoid putting water in oil fuel tanks, oily-water separator equipment to the satisfaction of the Director shall be fitted, or an alternative means acceptable to him shall be provided for disposing of the oily-water ballast.
In every ship to which this Part applies every portion of the ship required by these regulations to be watertight shall be constructed in accordance with such of the requirements of Schedule 4 as apply to it.
In every such ship all tanks forming part of the structure of the ship and used for the storage of oil fuel or other liquids including double bottoms, peak tanks, settling tanks and bunkers shall be of a design and construction adequate for that purpose.
In every ship of Class I, Class II or Class II(A) the number of openings in bulkheads and other structures required by these regulations to be watertight shall be the minimum compatible with the design and proper working of the ship.
So far as practicable, trunks installed in connection with ventilation, forced draught or refrigeration systems in any such ship shall not pierce such bulkheads or structures.
Every tunnel above the double bottom, if any, in such a ship whether for access from the crew space to the machinery space, for piping or for any other purpose, which passes through such a bulkhead shall be watertight. The means of access to at least one end of such tunnel, if it may be used as a passage at sea, shall be through a trunkway extending watertight to a height sufficient to permit access above the margin line. The means of access to the other end of the tunnel shall be through a watertight door. No tunnel shall extend through the first subdivision bulkhead abaft the collision bulkhead.
Within spaces containing the main and auxiliary propelling machinery including boilers serving the needs of propulsion and all permanent bunkers, not more than one doorway, apart from the doorways to bunkers and shaft tunnels, may be fitted in each main transverse bulkhead. Where 2 or more shafts are fitted, the tunnels shall be connected by an intercommunicating passage. There shall be only one doorway between the machinery space and the tunnel spaces where one or 2 shafts are fitted and only 2 doorways where there are more than 2 shafts. All such doorways shall be located so as to have their sills as high as practicable.
Doorways, manholes and access openings shall not be fitted in the collision bulkhead below the margin line of any such ship or in any other bulkhead which is required by these regulations to be watertight and which divides a cargo space from another cargo space or from a permanent or reserve bunker: Provided that the Director may permit any such ship to be fitted with doorways in bulkheads dividing 2 between-deck cargo spaces if he is satisfied that— (a)the doorways are necessary for the proper working of the ship;(b)the number of such doorways in the ship is the minimum compatible with the design and proper working of the ship, and they are fitted at the highest practicable level; and(c)the outboard vertical edges of such doorways are situated at a distance as far as practicable from the ship’s shell plating and in no case less than one-fifth of the breadth of the ship such distance being measured at right angles to the centre line of the ship at the level of the deepest subdivision load waterline. (E.R. 3 of 2022)
In every ship of Class I, Class II or Class II(A) bulkheads outside the spaces containing machinery which are required by these regulations to be watertight shall not be pierced by openings which are capable of being closed only by portable bolted plates.
No provision.
In every ship to which this Part applies—
valves and cocks not forming part of a pipe system shall not be fitted in any bulkhead required by these regulations to be watertight;
if any such bulkhead is pierced by pipes, scuppers, electric cables or other similar fittings, provision shall be made which will ensure that the watertightness of the bulkhead is not thereby impaired;
lead or other heat sensitive materials shall not be used in systems which penetrate watertight subdivision bulkheads, where deterioration of such systems in the event of fire would impair the watertight integrity of the bulkheads unless measures are taken to prevent the possibility of such deterioration.
The collision bulkhead of such a ship shall not be pierced below the margin line by more than one pipe:Provided that if the forepeak in such a ship is divided to hold 2 different kinds of liquids the collision bulkhead may be pierced below the margin line by not more than 2 pipes. Any pipe which pierces the collision bulkhead of such a ship shall be fitted with a screw-down valve capable of being operated from above the bulkhead deck, the valve chest being secured to the forward side of the collision bulkhead.
In every ship of Class I, Class II or Class II(A) efficient means shall be provided for closing and making watertight all openings in bulkheads and other structures required by these regulations to be watertight.
Every door fitted to any such opening shall be a sliding watertight door: Provided that, in any ship of Class I, Class II or Class II(A) hinged watertight doors may be fitted in the following positions— (L.N. 157 of 2001) (a)in passenger, crew and working spaces above any deck the underside of which at its lowest point is at least 2.13 metres above the deepest subdivision load waterline; and (E.R. 3 of 2022)(b)in any bulkhead, not being a collision bulkhead, which divides 2 cargo between-deck spaces.
Sliding watertight doors may have a horizontal or vertical motion and shall be either—
hand operated only; or
power operated, when so required by these regulations, as well as hand operated.
Hinged watertight doors fitted in accordance with subregulation (2)(a) shall be fitted with catches, or similar quick action closing devices, capable of being worked from each side of the bulkhead in which the door is fitted.
Where sliding watertight doors are fitted in the position referred to in subregulation (2)(b) such doors shall not be fitted with remote control devices, and every watertight door which is fitted in such a position and which is accessible while the ship is at sea, shall be fitted with efficient locking arrangements.
Every door required by these regulations to be watertight shall be capable of being secured by means other than bolts and of being closed by means other than by gravity.
In every ship of Class I, Class II or Class II(A) watertight doors fitted in bulkheads between permanent and reserve bunkers, other than the doors referred to in regulation 14(4), shall always be accessible.
If in any ship of Class I, Class II or Class II(A) any sliding watertight door fitted in a bulkhead is in a position which may require it to be opened at sea and the sill thereof is below the deepest subdivision load waterline, the following provisions shall apply— (L.N. 157 of 2001; E.R. 3 of 2022)
when the number of such doors (excluding doors at entrances to shaft tunnels) exceeds 5, all such doors and those at the entrances to shaft tunnels, ventilation, forced draught or similar ducts shall be power operated and shall be capable of being simultaneously closed from a single position situated on the navigating bridge;
when the number of such doors (excluding doors at entrances to shaft tunnels) is greater than one, but does not exceed 5—
where the ship has no passenger spaces below the bulkhead deck, all such doors may be hand operated;
where the ship has passenger spaces below the bulkhead deck all such doors and those at the entrances to shaft tunnels, ventilation or forced draught or similar ducts, shall be power operated and shall be capable of being simultaneously closed from a single position situated on the navigating bridge;
in any ship where there are only 2 such doors and they lead into or are within the space containing machinery, the Director may permit them to be hand operated only.
Watertight doors the sills of which are above the deepest subdivision load waterline and below the line specified in regulation 15(2)(a) shall be sliding doors and may be hand operated, except in vessels to which subregulation (3) applies. (E.R. 3 of 2022)
In every ship of Class II or Class II(A) which is subdivided in accordance with Part III of Schedule 1 all sliding watertight doors shall be operated by power and shall be capable of being simultaneously closed from a single position situated on the navigating bridge:Provided that if in any such ship there is only one such door and it is in the space containing machinery it shall not be required to be operated by power.
If in any ship of Class I, Class II or Class II(A) any sliding watertight doors which may be opened at sea for the purpose of trimming coal are fitted between bunkers in the between decks below the bulkhead deck, such doors shall be operated by power.
If in any ship of Class I, Class II or Class II(A) a trunkway, being part of a refrigeration, ventilation or forced draught system, is carried through more than one transverse watertight bulkhead and the sills of the openings of such trunkways are less than 2.13 metres above the deepest subdivision load waterline, the sliding watertight doors at such openings shall be operated by power. (E.R. 3 of 2022)
If a sliding watertight door is required by these regulations to be operated by power from a single position on the navigating bridge, the power system shall be so arranged that the door can also be operated by power at the door itself. The arrangement shall be such that the door will close automatically if opened at the door itself after being closed from the single position on the navigating bridge and will be capable of being kept closed at the door itself notwithstanding that an attempt may be made to open it from such single position. Handles for controlling the power system shall be provided at both sides of the bulkhead in which the door is situated and shall be so arranged that any person passing through the doorway is able to hold both handles in the open position simultaneously without being able to set the closing mechanism in operation accidentally.
Watertight doors shall be capable of closing as expeditiously as possible, but the rate of closing shall not be so rapid as to be a danger to persons passing through the opening.
In every ship of Class I, Class II and Class II(A) there shall be at least 2 independent sources of power for opening and closing all sliding watertight doors which are required by these regulations to be operated by power, and each power unit shall be sufficient to operate simultaneously all such doors in the ship. The power shall be controlled from a single position on the navigating bridge, and there shall be provided at such position suitable indicators for checking that each of the 2 sources of power is capable of giving the required service satisfactorily.
Where the sources of power are hydraulic, there shall be 2 pumps each of which shall be capable of closing all watertight doors in not more than 60 seconds. In addition, there shall be for the whole installation hydraulic accumulators of sufficient capacity to operate all such doors at least 3 times, that is to say from the open to the closed position, from the closed to the open position and from the open to the closed position. The fluid used shall be one which does not freeze at any temperature liable to be encountered by the ship during her service.
In every such ship every sliding watertight door which is operated by power shall be provided with efficient hand-operating gear having an all-round crank motion, or some other movement providing the same guarantee of safety, capable of being operated on each side of the door itself and at an accessible position above the bulkhead deck.
In every such ship if a sliding watertight door is not required to be operated by power, it shall be provided with efficient hand-operating gear having an all-round crank motion, or some other movement providing the same guarantee of safety, capable of being operated on each side of the door itself and at an accessible position above the bulkhead deck.
Where hand-operating gear is fitted in accordance with subregulations (8) and (9), the Director may permit any door to be operated on one side only, if the requirements of the said subregulations cannot be met owing to the layout of the spaces.
In every such ship the time necessary for the complete closure of any door by means of hand-operating gear with the vessel upright shall not exceed 90 seconds.
The hand-operating gear shall be of such a design that the doors can be closed and opened from each of the required operating positions.
In every such ship the hand-operating gear for operating the sliding watertight doors in the machinery space from above the bulkhead deck shall be placed outside the machinery space unless such a position is inconsistent with the efficient arrangement of the necessary gearing.
In every such ship the means of operation of any watertight door, whether power operated or not, shall be capable of closing the door when the ship is listed to 15o either way.
Every sliding watertight door fitted in a ship of Class I, Class II or Class II(A) shall be connected with an indicator at each position from which the door may be closed, other than at the door itself, showing when the door is open and when it is closed.
There shall be provided in connection with every such door which is operated by power a means of giving an audible warning signal at the door itself when the door is about to be closed. The arrangement shall be such that one movement of the operating handle at the position from which the door is about to be closed will be sufficient to sound the signal and to close the door, the signal preceding the movement of the door by an interval sufficient to allow the movement of persons and articles away from the door. The signal shall continue to sound until the door is completely closed.
If any door required by these regulations to be watertight is not capable of being operated from a single position on the navigating bridge, means of communication by telegraph, telephone or any other direct means shall be provided whereby the officer of the watch may communicate with the person responsible for the closing of the door.
Every door required by these regulations to be watertight shall be of such design, material and construction as will maintain the integrity of the watertight bulkhead in which it is fitted. Any such door giving direct access to any space which may contain bunker coal shall, together with its frame, be made of cast or mild steel. Any such door in any other position shall, together with its frame, be made of cast or mild steel or cast iron.
Every sliding watertight door shall be fitted with rubbing faces of brass or similar material which may be fitted either on the door itself or on the door frame, and which, if they are less than one inch in width, shall be fitted in recesses.
If screw gear is used for operating such a door, the screw shall work in a nut of suitable metal which is resistant to corrosion.
The frame of every vertically sliding watertight door shall have no groove at the bottom thereof in which dirt may lodge. The bottom of such a frame, if it is of skeleton form, shall be so arranged that dirt cannot lodge therein. The bottom edge of every such door shall be tapered or bevelled.
Every vertically sliding watertight door which is operated by power shall be so designed and fitted that, if the power supply ceases, there shall be no danger of the door dropping.
Every horizontally sliding watertight door shall be so installed as to prevent its moving if the ship rolls, and if necessary a clip or other suitable device shall be provided for that purpose. The device shall not interfere with the closing of the door when the door is required to be closed.
The frame of every watertight door shall be properly fitted to the bulkhead in which the door is situated, and the jointing material between the frame and the bulkhead shall be of a type which will not deteriorate or be injured by heat.
Every watertight door, being a coal-bunker door, shall be provided with screens or other devices to prevent coal from interfering with its closing.
In every ship to which this Part applies, the number of sidescuttles, scuppers, sanitary discharges and other openings in the shell below the margin line shall be the minimum which, in the opinion of the Director, is compatible with the design and proper working of the ship.
The arrangements for closing every such opening below the margin line shall be consistent with its intended purpose and shall be such as will ensure watertightness.
Sidescuttle
In every ship of Class I, Class II or Class II(A) the number of sidescuttles below the margin line which are capable of being opened shall be the minimum which, in the opinion of the Director, is compatible with the requirements of the proper operation of the ship.
In every ship of Class I, Class II or Class II(A) which is marked with a summer load line no sidescuttle shall be fitted in a between-decks such that its sill will be below a line drawn parallel to the freeboard deck at its side and which has its lower point at a distance of either—
2.5% of the breadth of the ship above the summer load waterline; or
500 millimetres above the summer load waterline,
whichever is the greater.
Every sidescuttle in the between-decks of such a ship shall be either of a non-opening type or of an opening type fitted with locking arrangements approved by the Director.
If, in the between-decks of any ship of Class II(A) which is not marked with a summer load line, the sill of any sidescuttle is below a line drawn parallel to the bulkhead deck at side and which has its lowest point at a distance of 2.5% of the breadth of the ship above the deepest subdivision load waterline, every sidescuttle in that between-decks shall be of a non-opening type. If in a between-decks of such a ship all the sills of the side scuttles are above the aforesaid line, every sidescuttle in that between-decks shall be either of a non-opening type or of an opening type fitted with approved locking arrangements. No sidescuttle shall be so fitted that its sill is below the deepest subdivision load waterline.
No provision.
In every ship to which this Part applies, each sidescuttle below the margin line shall be fitted with an efficiently hinged deadlight permanently attached so that it can be readily and effectively closed and secured watertight.
In every ship to which this Part applies, a sidescuttle shall not be fitted below the margin line to any space appropriated solely for the carriage of cargo or coal. If sidescuttles are fitted below the margin line to spaces appropriated to carry either cargo or passengers, such sidescuttles and their deadlights shall be fitted with approved locking arrangements.
Automatic ventilating sidescuttles shall not be fitted below the margin line in the shell of any ship to which this Part applies.
Inlets and discharges
In every ship each inlet and discharge led through the shell below the margin line shall be fitted with efficient and readily accessible means for preventing the accidental admission of water into the ship. Lead or other heat-sensitive materials shall not be used for pipes fitted outboard of shell valves in inlets or discharges or in any other place where the deterioration of such pipes in the event of fire would give rise to the danger of flooding.
Each discharge led through the shell from any space below the margin line, not being a discharge in connection with machinery, shall be provided with either—
one automatic non-return valve fitted at the shell of the ship and having positive means of closure from a position or positions above the bulkhead deck or, in a ship which is marked with a summer load line, from a position or positions above the freeboard deck, whichever is the higher. Such positions shall be readily accessible at all times under service conditions and the means of closure shall be provided in either case with an indicator showing whether the valve is open or closed; or
2 automatic non-return valves having no positive means of closure in any ship which is marked with a summer load line and in which the vertical distance from the summer load waterline to the inboard end of the discharge pipe exceeds .01L, (where L is the length of the ship within the meaning of paragraph (a) of the definition of length and the symbol (L) in regulation 1A(1) of the Merchant Shipping (Safety) (Load Line) Regulations (Cap. 369 sub. leg. AD)) and in any ship which is not marked with a summer load line. One such valve shall be situated as close to the ship’s shell as practicable and substantially connected thereto and the inboard valve shall be situated above the deepest load waterline and in a position such that it will at all times under service conditions be readily accessible for examination. (L.N. 50 of 2018)
In every ship to which these regulations apply and which is marked with a summer load line every discharge led through the shell below the margin line from any space above the margin line, being a space below the freeboard deck or from within any enclosed superstructure or from within any deckhouse on the freeboard deck which is fitted with weathertight doors, not being a discharge in connection with machinery, shall be fitted with either—
one automatic non-return valve fitted in compliance with the requirements of paragraph (b)(i); or
2 automatic non-return valves fitted in compliance with the requirements of paragraph (b)(ii); or
one automatic non-return valve having no positive means of closure in any ship where the vertical distance from the summer load waterline to the inboard end of the discharge pipe exceeds .02L, (where L is the length of the ship within the meaning of paragraph (a) of the definition of length and the symbol (L) in regulation 1A(1) of the Merchant Shipping (Safety) (Load Line) Regulations (Cap. 369 sub. leg. AD)). Such valve shall be situated as close to the ship’s shell as practicable and substantially connected thereto. (L.N. 50 of 2018; E.R. 3 of 2022)
In every ship to which these regulations apply and which is marked with a summer load line every scupper and discharge originating at any level above that described in paragraph (c) and penetrating the shell of the ship either— (E.R. 3 of 2022)
more than 450 millimetres below the freeboard deck; or
less than 600 millimetres above the summer load waterline,
shall be equipped with an automatic non-return valve situated as close to the ship’s shell as practicable and substantially connected thereto:
Provided that this paragraph shall not apply—
where the scupper or discharge pipe is fitted with means for preventing water from passing inboard in accordance with the provisions of paragraph (b)(i) and (ii) or (c)(i), (ii) and (iii); or (E.R. 3 of 2022)
in any case in which the piping of the scupper, or discharge pipe is of adequate thickness.
In every ship all cocks and valves attached to inlets or discharges, other than inlets or discharges, connected with machinery, being cocks or valves fitted below the margin line, the failure of which may give rise to the danger of flooding, shall be made of steel, bronze or other equivalent material.
In every ship to which these regulations apply inlets and discharges connected with main or auxiliary machinery shall be fitted with cocks or valves between the pipes and the shell of the ship or between the pipes and a box attached to the shell. The controls to such cocks and valves or of any bilge injection system shall be readily accessible at all times under service conditions and fitted with indicators to show whether the cock or valve is open or closed. All such cocks or valves attached to such inlets or discharges and all fittings outboard thereof shall be made of steel, bronze or other equivalent material. If made of steel, such cocks and valves shall be protected against corrosion.
Discharge pipes led through the shell below the margin line of any ship of Class I, Class II or Class II(A) shall not be fitted in a direct line between the outboard opening and the connection with a deck, water closet or other similar fitting, but shall be arranged with bends or elbows of substantial metal other than cast iron or lead.
In every ship to which these regulations apply all discharge pipes led through the shell below the margin line and the valves relating thereto shall be protected from damage.
In every ship to which these regulations apply all bolts connecting cocks, valves, discharge pipes and other similar equipment to the shell plating below the margin line shall have their heads outside the shell and shall be either countersunk or cup-headed.
In every ship to which these regulations apply efficient means shall be provided for the drainage of all watertight decks below the margin line and any drainage pipes shall be so fitted with valves or otherwise arranged as to avoid the danger of water passing from a damaged to an undamaged compartment.
In every ship to which these regulations apply the inboard opening of every ash-shoot, rubbish-shoot and other similar shoot shall be fitted with an efficient watertight cover, and, if such opening is below the margin line, it shall also be fitted with an automatic non-return valve in the shoot in a readily accessible position above the ship’s deepest subdivision load waterline. The valve shall be of the horizontal balanced type, and shall normally be kept closed and provided with local means for securing it in a closed position. The requirements of this paragraph shall not apply to ash ejectors and expellers the inboard openings of which are in the ship’s stokehold and below the deepest subdivision load waterline. Such ejectors and expellers shall be fitted with means which will prevent water entering the ship. (E.R. 3 of 2022)
In every ship to which these regulations apply each gangway port, cargo port or coaling port fitted in the shell below the margin line shall be provided with a door or doors so fitted and designed as to ensure watertightness and structural integrity commensurate with the surrounding shell.
In every ship which is marked with a summer load line no such gangway port, cargo port or coaling port below the freeboard deck shall, unless the Director otherwise approves, to be so situated that the lower edge of the port or opening will be below a line drawn parallel to the freeboard deck at side and having as its lowest point the upper edge of the uppermost load line. In any ship which is not marked with a summer load line the lower edge of the port or opening shall in no case be below the deepest subdivision load waterline.
In every ship to which these regulations apply sidescuttles, windows, gangway ports, cargo ports, bunkering ports and other openings in the shell above the margin line and their means of closing shall be of efficient design and construction and of sufficient strength having regard to the spaces in which they are fitted and to their positions relative to the deepest subdivision load waterline and to the intended service of the ship.
In every ship to which these regulations apply efficiently hinged deadlights, which can be easily closed and secured watertight, shall be provided for all sidescuttles to spaces below the first deck above the bulkhead deck and, in a ship which is marked with a summer load line, to all sidescuttles in an enclosed superstructure.
In every ship to which these regulations apply and which is marked with a summer load line, each discharge led through the shell above the margin line from a space below the freeboard deck or from within any enclosed superstructure or from within any deckhouse on the freeboard deck which is fitted with weathertight doors, shall be fitted in compliance with the requirements of regulation 19(5)(b)(i), (ii) or (c)(iii) with efficient means for preventing water from passing inboard.
In every ship to which this Part applies the bulkhead deck or a deck above the bulkhead deck shall be weathertight. All openings in an exposed weathertight deck shall have coamings of adequate height and strength and shall be provided with efficient and rapid means of closing so as to make them weathertight. Freeing ports, open rails and scuppers shall be fitted as necessary for rapidly clearing the weather deck of water under all weather conditions.
In every ship to which this Part applies all reasonable and practicable measures shall be taken to limit where necessary the entry and spread of water above the bulkhead deck, which measures may include partial bulkheads or webs. Where such partial watertight bulkheads and webs are fitted on the bulkhead decks, above or in the immediate vicinity of main subdivision bulkheads, they shall have watertight shell and bulkhead deck connections so as to restrict the flow of water along the deck when the ship is heeled in a damaged condition. Where such partial watertight bulkheads do not coincide with the bulkheads below, the bulkhead deck between shall be made effectively watertight.
Every ship to which these regulations apply shall be marked on its side amidships with the subdivision load lines assigned to it by the Director. The marks shall consist of horizontal lines 25 millimetres in breadth and 230 millimetres in length for any ship to which Part IV of the Ordinance applies and 305 millimetres in length for any other ship. The marks shall be painted in white or yellow if the background is dark or in black if the background is light and, if the sides of the ship are of metal, they shall be cut in, centre punched or indicated by welded beads; if the sides of the ship are of wood, the marks shall be cut into the planking to a depth of not less than 3 millimetres; if the sides are of other materials to which the foregoing methods of marking cannot effectively be applied, the marks shall be permanently affixed to the sides of the ship by bonding or some other effective method.
The subdivision load lines shall be identified with the letter C, and, in ships of Class I or Class II, with consecutive numbers beginning from the deepest subdivision load line which shall be marked C1. In ships of Class II(A)—
if there is only one subdivision load line, it shall be identified with the letter C;
if there is more than one subdivision load line, the subdivision load lines shall be identified with the letter C and with consecutive letters beginning from the deepest subdivision load line, which shall be marked CA.
The identifying letters and numerals shall in every case be painted and cut in or centre punched or indicated by welded beads or otherwise marked as appropriate, on the sides of the ship in the same manner as the lines to which they relate.
Ships to which this Part applies and which are assigned freeboards and are required to be marked with load lines under Part IV of the Ordinance shall be marked as follows—
where the lowest of the ordinary load lines is higher on the ship’s side than the deepest subdivision load line, the latter shall form part of the same marking, the vertical line of the grid being extended downwards as necessary to reach the lowest subdivision load line. The subdivision load line or lines shall appear on the after side of the vertical line;
where the deepest subdivision load line coincides or nearly coincides with the fresh water line, the subdivision marking C1 may be indicated on the forward side of the grid;
where an “all seasons” freeboard is assigned and the deepest subdivision load line coincides with the horizontal line intersecting the load line mark, a vertical line shall be marked extending downwards from the fresh water load line to reach the subdivision load line marked C1 on the after side of the vertical line.
In every ship to which this Part applies there shall be permanently exhibited, for the information of the officer in charge of the ship, plans showing clearly for each deck and hold the boundaries of the watertight compartments, the openings therein, the means of closing such openings, the position of the controls and the arrangements for the correction of any list due to flooding. In addition, booklets containing such information shall be made available by the owner for the use of the officers of the ship.
This Part applies to every passenger ship to which these regulations apply.
Every ship to which these regulations apply shall be provided with an efficient pumping plant capable of pumping from and draining any watertight compartment in the ship, other than a space permanently appropriated for the carriage of fresh water, water ballast or oil and for which other efficient means of pumping or drainage is provided, under all conditions likely to arise in practice after a casualty, whether or not the ship remains upright. Wing suctions shall be provided if necessary for that purpose. Efficient arrangements shall be provided whereby water in any watertight compartment may find its way to the suction pipes. Efficient means shall be provided for draining water from all insulated holds and insulated between decks in such a ship:
Provided that the Director may allow the provision for drainage to be omitted in a particular compartment if he is satisfied—(a)that having regard to the calculations made in accordance with the conditions set out in Schedule 3, the safety of the ship will not thereby be impaired; and(b)that the provision of drainage would otherwise be undesirable.
Every ship of Class I or Class II shall be provided with power pumps connected to the bilge main in accordance with the following table—
Table
| Criterion numeral | Less than 30 | 30 and over |
| Main engine pump (which may be replaced by one independent power pump) | 1 | 1 |
| Independent power pumps | 2 | 3 |
Such pumps shall be arranged as follows—
one of the pumps shall be an efficient emergency pump of a submersible type having its source of power and the necessary controls situated above the ship’s bulkhead deck. Such pump and its source of power shall not be installed forward of the collision bulkhead or nearer to the side of the ship than one-fifth of the breadth of the ship measured at right angles to the centre line of the ship at the level of the deepest subdivision load line; or
the power pumps in the ship and their sources of power shall be so disposed throughout the ship’s length that under any condition of flooding which the ship is required to withstand at least one such pump in an undamaged watertight compartment will be available.
Every ship of Class II(A) shall be provided with bilge pumps in accordance with the following table—
Table
| Number of Pumps | ||||
| Length of Ship in metres | Main Engine Pump* | Independent Power Pumps | Hand Pumps | |
| Under 15 | 1 | — | One of the lever type for each watertight compartment or one of the crank type | |
| 15 and under 30.5 | 1 | 1 | One of the lever type for each watertight compartment or one of the crank type | |
| 30.5 and under 76 | 1 | 1 | One of the crank type | |
| 76 and over | 1 | 2 | — | |
| * | The main engine pump may be replaced by one independent power pump. | |||
| The hand pumps specified in this column may be replaced by one independent power pump. (E.R. 3 of 2022) | ||||
In every such ship of 76 metres in length or over and in every such ship of under 76 metres in length in which a hand pump is replaced by an independent power pump, regulation 30(2) shall apply to such a ship as it applies to ships of Class I or Class II.
Power bilge pumps fitted in any ship to which these regulations apply, shall where practicable be placed in separate watertight compartments so arranged or situated as not to be readily flooded by the same damage, and if the ship’s engines and boilers are in 2 or more watertight compartments the bilge pumps there available shall be distributed through such compartments as far as possible.
Every bilge pump provided in such a ship in compliance with these regulations shall be self-priming unless efficient means of priming are provided. Every such pump, other than a hand pump of the lever type and a pump provided for peak compartments only, shall, whether operated by hand or by power, be so arranged as to be capable of drawing water from any space required by regulation 29 to be drained.
Every independent power bilge pump in such a ship shall be capable of giving a speed of water of not less than 122 metres per minute through the ship’s main bilge pipe when its diameter is that determined by regulation 35(1). Every such independent power bilge pump shall have a direct suction from the space in which it is situated, provided that not more than 2 direct suctions shall be required in any one space. Every such suction shall be of a diameter not less than that of the ship’s main bilge pipe. The direct suctions in the ship’s machinery space shall be so arranged that water may be pumped from each side of the space through direct suctions to independent power bilge pumps.
There shall be provided in the stokehold of every such ship, being a coal burning ship, a flexible suction hose of sufficient length to reach from a fitting on an independent power bilge pump in the ship to each side of the stokehold bilges. The hose shall be in addition to the other bilge suctions required by this regulation and shall have an internal diameter of 100 millimetres or 12 millimetres larger than that of the largest branch bilge suction required by regulation 35, whichever is the less.
One of the sea water pumps circulating each main engine in such a ship shall be fitted with direct suction connections, which shall be provided with non-return valves, to the lowest drainage level in the ship’s machinery space, or to as near thereto as will satisfy the Director. Such connections in steamships shall be of a diameter at least two-thirds of that of the ship’s main sea inlet, and in motor ships of the same diameter as the pump inlet. Where in the opinion of the Director any main circulating pump is not suitable for this purpose, a direct emergency bilge suction shall be led from the largest available independent power driven pump to the drainage level of the machinery space; the suction shall be of the same diameter as the main inlet of the pump used. The capacity of the pump so connected shall exceed that of a required bilge pump by an amount satisfactory to the Director. The open end of such suctions or the strainer, if any, attached thereto shall be accessible for clearing. If the boiler fuel may be coal and there is no watertight bulkhead between the ship’s engines and boilers, a direct discharge overboard shall be fitted from at least one of the aforesaid pumps unless a by-pass is fitted to the circulating discharge thereof. The spindles of the ship’s main sea inlet and of the direct suction valves shall extend well above the engine room platform.
The hand bilge pumps in such a ship shall be workable from above the ship’s bulkhead deck, if any, and shall be so arranged that the bucket and tail valve can be withdrawn for examination and overhaul under flooding conditions.
In every ship to which these regulations apply all pipes from the pumps for draining cargo spaces or any part of the machinery space shall be distinct from pipes which may be used for filling or emptying spaces in which water or oil is carried.
All bilge pipes used in or under coal bunkers or fuel storage tanks or in boiler or machinery spaces, including spaces in which oil-settling tanks or oil fuel pumping units are situated, shall be of steel or other suitable material.
Bilge suction pipes in such a ship shall not be led through oil tanks unless the pipes are enclosed in an oiltight trunkway. Such pipes shall not be led through double bottom tanks.
Such pipes shall be made with flanged joints and shall be thoroughly secured in position and protected where necessary against the risk of damage. Efficient expansion joints or bends shall be provided in each line of pipe, and where a connection is made at a bulkhead or elsewhere with a lead bend the radius of each bend and the distance between the axes of the straight parts of the pipes shall be not less than 3 times the diameter of the pipe and the length of any bend shall be not less than 8 times that diameter.
Subject to the provisions of subregulation (2) the internal diameter of main and branch bilge suction pipes shall be determined to the nearest standard size calculated according to the following formulae—
| d m | = | 25 + [1.68 L ( B + D ) ] | |
| d b | = | 25 + [2.15 I ( B + D ) ] | |
| where d m | = | internal diameter of the main bilge suction pipes in millimetres. | |
| d b | = | internal diameter of the branch bilge suction pipes in millimetres. | |
| L | = | length of ship in metres. | |
| B | = | breadth of ship in metres. | |
| D | = | moulded depth of ship at bulkhead deck in metres. | |
| I | = | length of compartment in metres. |
No main bilge suction pipe in any ship of Classes I to II(A) inclusive, shall be less than 63 millimetres in bore, and no branch suction pipe shall be less than 50 millimetres or need be more than 100 millimetres in bore.
In every ship to which Part II applies the bilge and ballast pumping systems shall be so arranged as to prevent water passing from the sea or from water ballast spaces into the ship’s cargo spaces or into any part of the machinery space or from one watertight compartment in the ship to another. The bilge connection to any pump which effects suction from the sea or from water ballast spaces shall be made by means of either a non-return valve or a cock which cannot be opened at the same time to the bilges and to the sea or to the bilges and the water ballast spaces. Valves in bilge distribution boxes shall be of a non-return type. An arrangement of lock-up valves or of blank flanges shall be provided to prevent any deep tank in such a ship being inadvertently run up from the sea when it contains cargo or pumped out through a bilge pipe when it contains water ballast, and instructions for the working of such arrangement shall be conspicuously displayed nearby.
In every such ship provision shall be made to prevent the flooding of any watertight compartment served by a bilge suction pipe in the event of the pipe being severed or otherwise damaged in any other watertight compartment through collision or grounding. Where any part of such a pipe is situated nearer to the side of the ship than one-fifth of the mid-ship breadth of the ship measured at the level of the deepest subdivision load waterline or in any duct keel a non-return valve shall be fitted to the pipe in the watertight compartment containing the open end of the pipe.
In every ship to which these regulations apply, the bilge main shall not be situated nearer to the ship’s side than one-fifth of the breadth of the ship measured at right angles to the centre line of the ship at the level of the deepest subdivision load waterline, and where any bilge pump or its pipe connecting it to the bilge main is not so situated the arrangements shall be such that damage to the ship’s side penetrating to the extent of one-fifth of the ship’s breadth measured as described in this subregulation shall not put the other bilge pumping arrangements out of action.
In every ship to which Part II applies all distribution boxes, valves and cocks fitted in connection with the bilge pumping arrangements shall be in positions which are accessible at all times in ordinary circumstances and shall be so arranged that in the event of flooding one of the bilge pumps may operate on any watertight compartment in the ship. If in any such ship there is only one system of pipes common to all such pumps, the necessary valves or cocks for controlling the bilge suctions shall be capable of being operated from above the ship’s bulkhead deck. If an emergency bilge pumping system is provided in addition to the main bilge pumping system it shall be independent of the main system and shall be so arranged that a pump is capable of being operated on any watertight compartment under flooding conditions; in that case the cocks and valves necessary for the operation of the emergency system shall be capable of being operated from above the bulkhead deck:Provided that in any ship of Class II(A) of under 30.5 metres in length provided with a hand pump of the lever type for each watertight compartment in accordance with the provisions of regulation 31(1), the valves and cocks on the bilge main for controlling the bilge suctions shall not be required to be capable of being operated from above the ship’s bulkhead deck if they are in the same compartment as a power pump.
In every such ship every operating rod for bilge suction valves or cocks shall be led as directly as possible. Every such rod passing through a cargo or coal bunker space shall be protected against damage in such spaces.
In every such ship every valve or cock which is required by this regulation to be operated from above the bulkhead deck shall have its control at its place of operation clearly marked to show the purpose it serves and how it may be opened and closed and shall be provided with a means to indicate when it is open and when it is closed.
Bilge suctions in the machinery space of every ship to which these regulations apply shall be led from readily accessible mud boxes placed wherever practicable above the level of the working floor of such space. The boxes shall have straight tailpipes to the bilges and covers secured in such a manner as will permit them to be readily opened and closed. The suction ends in hold spaces and tunnel wells shall be enclosed in strum boxes having perforations approximately 10 millimetres in diameter, and the combined area of such perforations shall be not less than twice that of the end of the suction pipe. Strum boxes shall be so constructed that they can be cleared without breaking any joint of the suction pipe.
In every ship to which Part II applies all tanks forming part of the structure of the ship and all watertight compartments, not being part of the machinery space, shall be provided with efficient sounding arrangements which shall be protected where necessary against damage. Where such arrangements consist of sounding pipes, a thick steel doubling plate shall be securely fixed below each sounding pipe for the sounding rod to strike upon. All such sounding pipes shall extend to positions above the ship’s bulkhead deck which shall at all times be readily accessible. Sounding pipes for bilges, cofferdams and double bottom tanks, being bilges, cofferdams and tanks situated in the machinery space, shall so extend unless the upper ends of the 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. Sounding pipes for the bilges of insulated holds shall be insulated and not less than 63 millimetres in diameter.
This Part applies to every new passenger ship to which these regulations apply.
In every ship to which this Part applies the electrical equipment and installations, other than the electrical means of propulsion, if any, shall be such that the electrically operated services essential for the safety of the ship and of persons on board can be maintained under emergency conditions.
In every ship to which this Part applies, the electrical equipment and installations, including any electrical means of propulsion, shall be such that the ship and all persons on board are protected against electrical hazards. The electrical equipment and installations shall comply with the requirements specified in Merchant Shipping Notice No. M932 (U.K.) and shall include a reference to any document amending these requirements which is considered by the Director to be relevant from time to time and is specified in a Merchant Shipping Notice issued in Hong Kong.
Every ship, being a ship in which electrical power is the only power for maintaining the auxiliary services essential for the propulsion or safety of the ship, shall be provided with 2 or more main generating sets of such power that the aforesaid services can be operated when any one of the sets is out of service. Arrangements shall be made which will safeguard such sets from being rendered inoperative in the event of the partial flooding of the ship’s machinery space through leakage from a damaged compartment or otherwise.
In every such ship where there is only one main generating station, such main generating station and the main switchboard shall be situated in the same main fire zone. Where there is more than one main generating station, and only one main switchboard, such switchboard shall be situated in the same main fire zone as one of the generating stations.
In every ship to which this Part applies there shall be provided in a position above the bulkhead deck not forward of the collision bulkhead and outside the machinery casings a self-contained emergency source of electric power. The location of this self-contained emergency source in relation to the main source or sources of electric power shall be such as to ensure that a fire or other casualty to the machinery space will not interfere with the supply or distribution of emergency power.
The emergency source of power required by the preceding subregulation shall be capable of operating simultaneously for a period of 36 hours, or for such shorter period as the Director may permit in the case of any ship regularly engaged on voyages of short duration, the following services— (E.R. 3 of 2022)
the ship’s emergency bilge pump, if it is electrically operated;
the ship’s watertight doors, if they are electrically or electro-hydraulically operated, together with their indicators which show if the doors are open or closed, and the warning signals, if they are electrically operated;
the ship’s emergency lights at every boat station on deck and overside, in all alleyways, stairways and exits, in the machinery space, in the control stations where radio, main navigating and central fire recording equipments are situated, and in the place where the emergency generator, if any, is situated;
the ship’s navigation lights;
all communication equipment, fire detecting systems and signals which may be required in an emergency, if they are electrically operated from the ship’s main generating sets;
the ship’s sprinkler pump, if it is electrically operated; and
the ship’s daylight signalling lamp, if it is operated by the ship’s main source of electric power.
The emergency source of electric power shall be either an accumulator (storage) battery capable of complying with the preceding subregulation without being recharged or suffering an excessive voltage drop, or a generator driven by internal combustion type machinery with an independent fuel supply and with efficient starting arrangements and the fuel provided for such machinery shall have a flashpoint of not less than 43oC. (E.R. 3 of 2022)
The emergency source of electric power shall be so arranged that it will operate efficiently when the ship is listed 22 1/2o and when the trim of the ship is 10o from an even keel.
If the emergency source of electric power is an accumulator (storage) battery, the arrangements shall be such that the ship’s emergency lighting system will come into operation automatically in the event of the failure of the main source of power for the ship’s main lighting system.
If the emergency source of electric power is a generator, an accumulator (storage) battery shall be provided as a temporary source of electric power, so arranged as to come into operation automatically in the event of a failure of the main or emergency source of electric power, and of sufficient capacity to operate the ship’s emergency lighting system continuously for half an hour and while such lighting system is in operation—
to close the ship’s watertight doors if they are electrically operated, but not necessarily to close all such doors simultaneously;
to operate the indicators, which show if the doors are open or closed, if such indicators are electrically operated;
to operate the sound signals, which give warning that power operated watertight doors are about to close, if such sound signals are electrically operated; and
to operate all communication equipment, fire detecting systems and signals which may be required in an emergency, if they are electrically operated from the ship’s main generating sets.
Means shall be provided for the periodical testing of the emergency source of power and the temporary source of power, if provided, including the testing of automatic arrangements.
An indicator shall be provided in the machinery space, on the main switchboard or at some other suitable position, to show when any accumulator (storage) battery fitted in accordance with this regulation is being discharged.
In every ship of Class I, Class II or Class II(A) in which the provision of an emergency source of electric power is required by these regulations—
the emergency switchboard shall be situated as near as practicable to the emergency source of power;
if the emergency source of power is a generator, the emergency switchboard shall be situated in the same space as the generator unless the operation of the switchboard would thereby be impaired;
if the emergency source of power is a generator, an inter-connecting feeder, adequately protected at each end, connecting the main and emergency switchboards shall be fitted; and
no accumulator (storage) battery fitted in accordance with regulation 43 shall be situated in the same space as the emergency switchboard.
In every ship to which this Part applies every main and emergency switchboard shall be so arranged as to give easy access to the back and the front thereof without danger to any person and shall be suitably guarded. A non-conducting mat or grating shall be provided at the back and front where necessary. No exposed parts which may have a voltage between conductors or to earth exceeding 250 volts direct current or 55 volts alternating current shall be installed on the face of any switchboard or control panel.
Hull return shall not be used in any such ship for the power, heat and light distribution systems thereof.
If in any such ship 2 or more generating sets may be in operation at the same time for maintaining the auxiliary services essential for the propulsion or safety of the ship, provision shall be made for the sets to operate in parallel and means shall be provided to trip automatically sufficient non-essential load when the total current exceeds the connected generator capacity.
In every such ship electric and electro-hydraulic steering gear shall be served by 2 circuits fed from the main switchboard, one of which may pass through the emergency switchboard, if one is provided. Each circuit shall have adequate capacity for supplying all the motors which are normally connected to it and which operate simultaneously and if transfer arrangements are provided in the steering gear room to permit either circuit to supply any motor or combination of motors, the capacity of each circuit shall be adequate for the most severe load condition. The circuits shall be separated as widely as is practicable throughout their length.
Short circuit protection only shall be provided for such circuits and motors.
Every such ship which is fitted with electric or electro-hydraulic steering gear shall be provided with indicators which will show when the power units of such steering gear are running. These indicators shall be situated in suitable positions on the navigating bridge and in the machinery space or the machinery control room.
The electrical arrangements for any automatic sprinkler and fire alarm and fire detection system shall comply with the requirements specified in Schedule 11 to the Merchant Shipping (Safety) (Fire Appliances) (Ships Built On or After 25 May 1980 but Before 1 September 1984) Regulations (Cap. 369 sub. leg. X). (E.R. 3 of 2022)
In every such ship to which these regulations apply distribution systems shall be so arranged that a fire in any main fire zone will not interfere with essential services in any other main fire zone. Main and emergency feeders passing through any main fire zone shall be separated as widely as is practicable both horizontally and vertically.
In every ship to which this Part applies all electrical equipment shall be so constructed and installed that there will be no danger of injury to any person handling it in a proper manner. Subject to the provisions of paragraph (b), where electrical equipment supplied as ship’s equipment is to be operated at a voltage in excess of 55 volts, the exposed metal parts of such equipment which are not intended to have a voltage above that of earth, but which may have such a voltage under fault conditions, shall be earthed.
Exposed metal parts of portable electric lamps, tools and similar apparatus, supplied as ship’s equipment to be operated at a voltage in excess of 55 volts shall be earthed through a conductor in the supply cable, unless by the use of double insulation or a suitable isolating transformer, protection at least as effective as earthing through a conductor is provided. When electric lamps, tools or other apparatus are used in damp spaces provision shall be made, so far as practicable, to ensure that the danger of electric shock is reduced to a minimum.
Every electric cable in such a ship shall be of a flame retarding type. All metal sheaths and metal armour of any electric cable in use in such a ship shall be electrically continuous and shall be earthed. Every electric cable which is neither metal sheathed nor armoured shall, if installed where its failure might cause a fire or explosion, be otherwise effectively protected.
Wiring in every such ship shall be supported in such a manner as to avoid chafing and other injury.
In every such ship the joints in all electrical conductors shall be made only in junction or outlet boxes except in the case of low voltage communication circuits. All such junctions or outlet boxes shall be so constructed as to prevent the spread of fire therefrom.
In every such ship lighting fittings shall be arranged to prevent rises in temperature which would be injurious to the electrical wiring thereof or which would result in a risk of fire in the surrounding material.
Every electric space-heater forming part of the equipment of such a ship shall be fixed in position and shall be so constructed as to reduce the risk of fire to a minimum. No such heater shall be constructed with an element so exposed that clothing, curtains or other material can be scorched or set on fire by heat from the element.
In every such ship every separate electrical circuit, other than a circuit which operates the ship’s steering gear, shall be protected against overload and short circuit. There shall be clearly and permanently indicated on or near each overload protective device the current carrying capacity of the circuit which it protects and the rating or setting of the device.
In every such ship all accumulator (storage) batteries shall be housed in boxes or compartments which are so constructed as to protect the batteries from damage and are so ventilated as to minimise the accumulation of explosive gas.
In spaces where flammable mixtures are liable to collect, no electrical equipment shall be installed unless it is of a type which will not ignite the mixture concerned.
In every such ship every lighting circuit in a bunker or hold shall be provided with an isolating switch outside the space.
Every ship shall be provided with an adequate quantity of replacements for those parts of the ship’s electrical equipment and installations which, having regard to the intended service of the ship, it would be essential for the safety of the ship and of persons on board to replace in the event of failure while the ship is at sea, together with such tools as are necessary for the fitting of these replacements.
This Part applies to every existing passenger ship to which these regulations apply.
Every ship to which this Part applies shall comply with regulations 41(1), 42, 45, 46(1), (2), (3), (4) and (6), 47 and 48.
In every such ship, the electrical equipment and installations (including any electrical means of propulsion) shall be such that the ship and all persons on board are protected against electrical hazards and shall conform with the relevant provisions of the I.E.E. Regulations for the Electrical Equipment of Ships except in so far as such Regulations are inconsistent with this Part.
If in any such ship the power supply for an automatic sprinkler system, requiring not less than 2 sources of power supply for sea-water pumps, air compressors and automatic alarms, is electrical, such power supplies shall be taken from the main generating sets and from an emergency source of electric power. One supply shall be taken from the main switchboard and another from the emergency switchboard, by separate feeders reserved solely for that purpose. Such feeders shall be run to a change-over switch situated near to the sprinkler unit and the switch shall normally be kept closed to the feeder from the emergency switchboard. The change-over switch shall be clearly labelled and no other switch shall be permitted in these feeders.
This Part applies to new passenger ships of Class I, Class II or Class II(A) and carrying more than 36 passengers.
The hull, superstructure, structural bulkheads, decks and deckhouses shall be constructed of steel or other equivalent material, except that the crowns and casings of machinery spaces of Category A shall be constructed only of steel. Where any part of the structure is of aluminium alloy, the following requirements shall apply—
the insulation of aluminium alloy components of “A” Class divisions or “B” Class divisions, and supports of such divisions, shall be such that the temperature of the structural core does not rise more than 200oC above the ambient temperature at any time during a standard fire test of 60 minutes duration in the case of an “A” Class division and 30 minutes duration in the case of a “B” Class division; and
the insulation of aluminium alloy components of columns, stanchions and other structural members required to support lifeboat and liferaft stowage, launching and embarkation areas, shall be such that the temperature rise limitation specified in paragraph (a) shall apply for 60 minutes duration.
The hull, superstructure and deckhouses of every ship to which this Part applies shall be subdivided by bulkheads consisting of “A” Class divisions into main vertical zones except in respect of special category spaces to which regulation 64 applies. The mean length of each zone on any one deck, above the bulkhead deck, shall not normally exceed 40 metres. Steps and recesses shall be kept to a minimum, but any which are necessary shall consist of “A” Class divisions. These divisions shall have insulation values in accordance with Table 1, Table 2, Table 3 and Table 4 of regulation 55.
Any portions of such divisions which extend above the bulkhead deck shall, whenever possible, be in line with watertight subdivision bulkheads situated immediately below the bulkhead deck, and shall extend from deck to deck and to the ship’s shell and in the case of a deckhouse, to the external plating thereof.
Where a main vertical zone is subdivided by horizontal “A” Class divisions into horizontal zones for the purpose of providing an appropriate barrier between sprinklered and non-sprinklered zones of the ship, the divisions shall extend between adjacent main vertical zone bulkheads and to the shell or exterior boundaries of the ship and shall have insulation and integrity values in accordance with Table 3 of regulation 55.
In ships designed for special purposes, such as car or train services, where the provisions of main vertical zone bulkheads would conflict with the purpose for which the ship is intended, the Director may allow an equivalent means for controlling and limiting a fire to be substituted:Provided that in a ship with special category spaces, any such space shall comply with the applicable provisions of regulation 64 and in so far as such compliance would be inconsistent with compliance with other requirements of this Part, the requirements of regulation 64 shall prevail.
Every bulkhead within the accommodation spaces or service spaces of every ship to which this Part applies, not being a bulkhead required by these regulations to consist of an “A” Class division, shall consist of a “B” Class division or a “C” Class division as required by the Tables of regulation 55. All such divisions may be faced with combustible materials provided they comply with the requirements of regulation 61.
All corridor bulkheads where not required to be “A” Class divisions shall be “B” Class divisions which shall extend from deck to deck except—
when continuous “B” Class ceilings and/or linings are fitted on both sides of the bulkhead, the portion of the bulkhead behind the continuous ceiling or lining shall be of material which in thickness and composition meets the requirements of “B” Class divisions, but which is required to meet “B” Class fire integrity standards only so far as is reasonable and practicable in the opinion of the Director;
in the case of a ship protected by an automatic sprinkler system complying with Schedule 11 to the Merchant Shipping (Safety) (Fire Appliances) (Ships Built On or After 25 May 1980 but Before 1 September 1984) Regulations (Cap. 369 sub. leg. X) the corridor bulkheads of “B” Class materials may terminate at a ceiling in the corridor, provided such a ceiling is of material which in thickness and composition meets the requirements of “B” Class divisions. Notwithstanding the requirements of regulation 55, such bulkheads and ceilings are required to meet “B” Class fire integrity standards only so far as is, in the opinion of the Director, reasonable and practicable. All doors and frames in such bulkheads shall be of non-combustible materials and shall be constructed and erected so as to provide substantial fire resistance to the satisfaction of the Director. (E.R. 3 of 2022)
Every bulkhead required to be a “B” Class division, except a corridor bulkhead, shall extend from deck to deck and to the shell or other boundaries unless continuous “B” Class ceilings and/or linings are fitted on both sides of the bulkhead, in which case the bulkhead may terminate at the continuous ceiling or lining.
In addition to complying with the specific provisions for fire integrity of bulkheads and decks of these regulations, the minimum fire integrity and insulation standards of all bulkheads and decks shall be as prescribed in subregulations (2) to (4) and the Tables at the end of this regulation.
Where, due to any particular structural arrangement in the ship, there may be doubt in determining from the Tables the minimum fire integrity and insulation standard of any division, such standard shall be determined to the satisfaction of the Director.
The following provisions shall govern application of Tables 1 to 4—
Table 1 shall apply to bulkheads bounding main vertical zones or horizontal zones;
Table 2 shall apply to bulkheads not bounding either main vertical zones or horizontal zones;
Table 3 shall apply to decks forming steps in main vertical zones or bounding horizontal zones;
Table 4 shall apply to decks not forming steps in main vertical zones nor bounding horizontal zones;
for the purpose of determining the appropriate fire integrity and insulation standards to be applied to boundaries between adjacent spaces, such spaces are classified according to their fire risk as shown in categories (1) to (14) below. Where the contents and use of a space are such that there may be doubt as to its classification for the purpose of this regulation, it shall be treated as a space within the relevant category having the most stringent boundary requirements. The number in parentheses preceding each category refers to the applicable column or row numbers in the aforesaid Tables—
Category (1) control stations
(which include:
spaces containing emergency sources of power and lighting;
wheelhouse and chartroom and other spaces housing main navigation equipment;
spaces containing the ship’s radio equipment; fire extinguishing installation rooms and fire control and recording stations;
control room for propelling machinery when located outside the propelling machinery space;
spaces containing centralized fire alarm equipment; and
spaces containing centralized emergency public address systems and equipment);
Category (2) stairways
(which include:
interior stairways, lifts and escalators and enclosures thereto (other than those wholly contained within machinery spaces) for passengers and crew; a stairway which is enclosed at only one level shall be regarded as part of the space from which it is not separated by a fire door);
Category (3) corridors
(which include:
passenger and crew space corridors and lobbies);
Category (4) lifeboat and liferaft handling and embarkation stations
(which include:
open deck spaces and enclosed promenades forming lifeboat and liferaft embarkation and lowering stations);
Category (5) open deck spaces
(which include:
open deck spaces and enclosed promenades clear of lifeboat and liferaft embarkation and lowering stations;
the space outside superstructures and deckhouses);
Category (6) accommodation spaces of minor fire risk
(which include:
cabins containing furniture and furnishings of restricted fire risk;
public spaces containing furniture and furnishings of restricted fire risk and having a deck area of less than 50 square metres;
offices and dispensaries containing furniture and furnishings of restricted fire risk);
Category (7) accommodation spaces of moderate fire risk
(which include:
spaces listed in category (6) but containing furniture and furnishings of other than restricted fire risk;
public spaces containing furniture and furnishings of restricted fire risk and having a deck area of 50 square metres and greater;
lockers and store rooms having a deck area of less than 4 square metres in which no flammable liquids are stowed;
shops;
motion picture projection and film storage rooms;
laboratories in which no flammable liquids are stowed;
pharmacies;
drying rooms having a deck area of less than 4 square metres);
Category (8) accommodation spaces of greater fire risk
(which include:
public spaces containing furniture and furnishings of other than restricted fire risk and having a deck area of 50 square metres and greater;
barber shops and beauty parlours);
Category (9) sanitary and similar spaces
(which include:
communal sanitary facilities, showers, baths, and water closets;
laundry rooms having a deck area of less than 6 square metres;
indoor swimming pool area;
operating theatres;
pantries containing no cooking appliances and not annexed to galleys;
private sanitary facilities shall be considered part of the accommodation space in which they are located);
Category (10) tanks, voids and auxiliary machinery spaces having little or no fire risk
(which include:
water tanks forming part of the ship’s structure;
voids and cofferdams;
auxiliary machinery spaces which do not contain machinery having a pressure lubricated system and where storage of combustibles is prohibited, such as—
a ventilation and air-conditioning room;
windlass room;
steering gear room;
stabilizer equipment room;
electrical propulsion motor room;
a room containing section switchboards and purely electrical equipment other than oil-filled electrical transformers (above 10 kVA); (E.R. 3 of 2022)
shaft and pipe tunnels;
spaces for pumps and refrigeration machinery not using flammable liquids;
closed trunks serving the spaces listed in this paragraph;
other closed trunks such as pipe and cable trunks);
Category (11) auxiliary machinery spaces, cargo spaces, special category spaces, cargo and other oil tanks and other spaces of moderate fire risk
(which include:
cargo oil tanks;
cargo holds, trunkways and hatchways;
refrigerated chambers;
oil fuel tanks where installed in a separate space with no machinery;
shaft and pipe tunnels allowing storage of combustibles;
auxiliary machinery spaces specified in category (10) which contain machinery having a pressure lubricated system or where storage of combustibles is permitted;
oil fuel filling stations;
spaces containing oil-filled electrical transformers (above 10 kVA);
spaces containing turbine and reciprocating steam engine driven auxiliary generators and small internal combustion engines of power output up to 112 kilowatts driving emergency generators, sprinkler, drencher or fire pumps, or bilge pumps;
special category spaces (Table 1 and Table 3 only apply);
closed trunks serving the auxiliary machinery spaces listed in this paragraph);
Category (12) machinery spaces and galleys
(which include:
main propelling machinery rooms, other than electric propulsion motor rooms, and boiler rooms;
auxiliary machinery spaces, other than those in categories (10) and (11), which contain internal combustion machinery or other oil-burning, heating or pumping units;
galleys and annexes;
pantries containing cooking appliances;
trunks and casings to the spaces listed in this paragraph);
Category (13) store-rooms, workshops
(which include:
laundry rooms having a deck area of 6 square metres and greater;
drying-rooms having a deck area of 4 square metres and greater;
lockers and store rooms having a deck area of 4 square metres and greater;
mail and baggage rooms;
garbage rooms;
workshops not part of machinery spaces, or galleys);
Category (14) other spaces in which flammable liquids are stowed
(which include:
lamp rooms;
paint rooms;
store-rooms containing flammable liquids (including dyes, medicines, or potable spirits);
laboratories in which flammable liquids are stowed);
where a single value is shown for the fire integrity of a boundary between 2 spaces, that value shall apply in all cases;
in determining the applicable fire integrity standard of a boundary between 2 spaces within a main vertical zone or horizontal zone which is not protected by an automatic sprinkler system complying with the provisions of Schedule 11 to the Merchant Shipping (Safety) (Fire Appliances) (Ships Built On or After 25 May 1980 but Before 1 September 1984) Regulations (Cap. 369 sub. leg. X) or between such zones neither of which is so protected, the higher of the 2 values, given in the Tables set out in this regulation, shall apply; (E.R. 3 of 2022)
in determining the applicable fire integrity standard of a boundary between 2 spaces within a main vertical zone or horizontal zone which is protected by an automatic sprinkler system complying with the provisions of Schedule 11 to the Merchant Shipping (Safety) (Fire Appliances) (Ships Built On or After 25 May 1980 but Before 1 September 1984) Regulations (Cap. 369 sub. leg. X) or between such zones both of which are so protected, the lesser of the 2 values, given in the Tables set out in this regulation, shall apply. Where a sprinklered zone and a non-sprinklered zone meet within accommodation and service spaces, the higher of the 2 values given in the Tables shall apply to the division between the zones; (E.R. 3 of 2022)
where adjacent spaces are in the same numerical category and the superscription “1” appears in the tables set out at the end of this regulation, a bulkhead or deck between such spaces need not be fitted if the Director is satisfied that it is unnecessary; so that, in category (12) a bulkhead need not be required between a galley and its annexed pantries, provided that the pantry bulkheads and decks maintain the integrity of the galley boundaries. A bulkhead will be required between a galley and a machinery space, even though both spaces are in category (12);
where the superscription “2” appears in the Tables set out at the end of this regulation, the lesser insulation value may be permitted only if at least one of the adjoining spaces is protected by an automatic sprinkler system complying with the provisions of Schedule 11 to the Merchant Shipping (Safety) (Fire Appliances) (Ships Built On or After 25 May 1980 but Before 1 September 1984) Regulations (Cap. 369 sub. leg. X); (E.R. 3 of 2022)
where a dash appears in the aforesaid tables no special requirements for material or integrity of boundaries are required;
the Director shall determine in respect of category (5) spaces whether the integrity values in Table 1 or Table 2 set out at the end of this regulation, shall apply to ends of deckhouses and superstructures, and whether the integrity values in Table 3 or Table 4 shall apply to weather decks. The requirements of the aforesaid Tables in respect of category (5) shall not necessitate enclosure of spaces which, in the opinion of Director, need not be enclosed.
Continuous “B” Class ceilings or linings, in association with the relevant decks or bulkheads, may be accepted as contributing wholly or in part, to the required insulation and integrity of a division.
The integrity of “A” Class divisions shall be maintained at the inter-sections and boundaries.
| Table 1—Bulkheads Bounding Main Vertical Zones or Horizontal Zones | ||||||||||||||||
| (E.R. 3 of 2022) | ||||||||||||||||
| Spaces | (1) | (2) | (3) | (4) | (5) | (6) | (7) | (8) | (9) | (10) | (11) | (12) | (13) | (14) | ||
| Control stations | (1) | A-60 | A-30 | A-30 | A-0 | A-0 | A-60 | A-60 | A-60 | A-0 | A-0 | A-60 | A-60 | A-60 | A-60 | |
| Stairways | (2) | A-0 | A-0 | A-0 | A-0 | A-15 A-0 | A-30 A-0 | A-60 A-15 | A-0 | A-0 | A-30 | A-60 | A-15 A-0 | A-60 | ||
| Corridors | (3) | A-0 | A-0 | A-0 | A-0 | A-30 A-0 | A-30 A-0 | A-0 | A-0 | A-30 | A-60 | A-15 A-0 | A-60 | |||
| Lifeboat and liferaft handling and embarkation stations | (4) | － | － | A-0 | A-0 | A-0 | A-0 | A-0 | A-0 | A-60 | A-0 | A-60 | ||||
| Open deck spaces | (5) | － | A-0 | A-0 | A-0 | A-0 | A-0 | A-0 | A-0 | A-0 | A-0 | |||||
| Accommodation spaces of minor fire risk | (6) | A-15 A-0 | A-30 A-0 | A-30 A-0 | A-0 | A-0 | A-15 A-0 | A-30 | A-15 A-0 | A-30 | ||||||
| Accommodation spaces of moderate fire risk | (7) | A-30 A-0 | A-60 A-15 | A-0 | A-0 | A-30 A-0 | A-60 | A-30 A-0 | A-60 | |||||||
| Accommodation spaces of greater fire risk | (8) | A-60 A-15 | A-0 | A-0 | A-60 A-15 | A-60 | A-30 A-0 | A-60 | ||||||||
| Sanitary and similar spaces | (9) | A-0 | A-0 | A-0 | A-0 | A-0 | A-0 | |||||||||
| Tanks, voids and auxiliary machinery spaces having little or no fire risk | (10) | A-0 | A-0 | A-0 | A-0 | A-0 | ||||||||||
| Auxiliary machinery spaces, cargo spaces, special category spaces, cargo and other oil tanks and other similar spaces of moderate fire risk | (11) | A-0 | A-60 | A-0 | A-60 | |||||||||||
| Machinery spaces and main galleys | (12) | A-60 | A-302 A-15 | A-60 | ||||||||||||
| Store-rooms, workshops, pantries, etc. | (13) | A-0 | A-30 | |||||||||||||
| Other spaces in which flammable liquids are stowed | (14) | A-60 | ||||||||||||||
| Table 2—Bulkheads not Bounding either Main Vertical Zones or Horizontal Zones | ||||||||||||||||
| (E.R. 3 of 2022) | ||||||||||||||||
| Spaces | (1) | (2) | (3) | (4) | (5) | (6) | (7) | (8) | (9) | (10) | (11) | (12) | (13) | (14) | ||
| Control stations | (1) | B-01 | A-0 | A-0 | A-0 | A-0 B-0 | A-60 | A-60 | A-60 | A-0 | A-0 | A-60 | A-60 | A-60 | A-60 | |
| Stairways | (2) | A-01 | A-0 | A-0 | A-0 | A-0 | A-15 A-0 | A-30 A-0 | A-0 | A-0 | A-15 | A-30 | A-15 A-0 | A-30 | ||
| Corridors | (3) | C | A-0 | A-0 B-0 | B-0 | B-15 B-0 | B-15 B-0 | B-0 | A-0 | A-15 | A-30 | A-0 | A-30 A-0 | |||
| Lifeboat and liferaft handling and embarkation stations | (4) | － | － | A-0 | A-0 | A-0 | A-0 | A-0 | A-0 | A-15 | A-0 | A-15 A-0 | ||||
| Open deck space | (5) | － | A-0 B-0 | A-0 B-0 | A-0 B-0 | A-0 B-0 | A-0 | A-0 | A-0 | A-0 B-0 | A-0 B-0 | |||||
| Accommodation spaces of minor fire risk | (6) | B-0 C | B-15 C | B-15 C | B-0 C | A-0 | A-15 A-0 | A-30 | A-0 | A-30 A-0 | ||||||
| Accommodation spaces of moderate fire risk | (7) | B-15 C | B-15 C | B-0 C | A-0 | A-15 A-0 | A-60 | A-15 A-0 | A-60 A-15 | |||||||
| Accommodation spaces of greater fire risk | (8) | B-15 C | B-0 C | A-0 | A-30 A-0 | A-60 | A-15 A-0 | A-60 A-15 | ||||||||
| Sanitary and similar spaces | (9) | C | A-0 | A-0 | A-0 | A-0 | A-0 | |||||||||
| Tanks, voids and auxiliary machinery spaces having little or no fire risk | (10) | A-01 | A-0 | A-0 | A-0 | A-0 | ||||||||||
| Auxiliary machinery spaces, cargo spaces, cargo and other oil tanks and other similar spaces of moderate fire risk | (11) | A-01 | A-0 | A-0 | A-302 A-15 | |||||||||||
| Machinery spaces and main galleys | (12) | A-01 | A-0 | A-60 | ||||||||||||
| Store-rooms, workshops, pantries, etc. | (13) | A-01 | A-0 | |||||||||||||
| Other spaces in which flammable liquids are stowed | (14) | A-302 A-15 | ||||||||||||||
| Table 3—Decks forming Steps in Main Vertical Zones or Bounding Horizontal Zones | |||||||||||||||||
| (E.R. 3 of 2022) | |||||||||||||||||
| Spaces below ↓ | Space above → | (1) | (2) | (3) | (4) | (5) | (6) | (7) | (8) | (9) | (10) | (11) | (12) | (13) | (14) | ||
| Control stations | (1) | A-60 | A-60 | A-30 | A-0 | A-0 | A-15 | A-30 | A-60 | A-0 | A-0 | A-30 | A-60 | A-15 | A-60 | ||
| Stairways | (2) | A-15 | A-0 | A-0 | A-0 | A-0 | A-0 | A-15 A-0 | A-15 A-0 | A-0 | A-0 | A-0 | A-60 | A-0 | A-60 | ||
| Corridors | (3) | A-30 | A-0 | A-0 | A-0 | A-0 | A-0 | A-15 A-0 | A-15 A-0 | A-0 | A-0 | A-0 | A-60 | A-0 | A-60 | ||
| Lifeboat and liferaft handling and embarkation stations | (4) | A-0 | A-0 | A-0 | A-0 | A-0 | A-0 | A-0 | A-0 | A-0 | A-0 | A-0 | A-0 | A-0 | A-0 | ||
| Open deck spaces | (5) | A-0 | A-0 | A-0 | A-0 | A-0 | A-0 | A-0 | A-0 | A-0 | A-0 | A-0 | A-0 | A-0 | A-0 | ||
| Accommodation spaces of minor fire risk | (6) | A-60 | A-30 A-0 | A-15 A-0 | A-0 | A-0 | A-0 | A-15 A-0 | A-30 A-0 | A-0 | A-0 | A-15 A-0 | A-15 | A-0 | A-15 | ||
| Accommodation spaces of moderate fire risk | (7) | A-60 | A-60 A-15 | A-30 A-0 | A-15 A-0 | A-0 | A-15 A-0 | A-30 A-0 | A-60 A-15 | A-0 | A-0 | A-30 A-0 | A-30 | A-0 | A-30 | ||
| Accommodation spaces of greater fire risk | (8) | A-60 | A-60 A-15 | A-60 A-15 | A-60 A-15 | A-0 | A-30 A-0 | A-60 A-15 | A-60 A-15 | A-0 | A-0 | A-30 A-0 | A-60 | A-15 A-0 | A-60 | ||
| Sanitary and similar spaces | (9) | A-0 | A-0 | A-0 | A-0 | A-0 | A-0 | A-0 | A-0 | A-0 | A-0 | A-0 | A-0 | A-0 | A-0 | ||
| Tanks, voids and auxiliary machinery spaces having little or no fire risk | (10) | A-0 | A-0 | A-0 | A-0 | A-0 | A-0 | A-0 | A-0 | A-0 | A-0 | A-0 | A-0 | A-0 | A-0 | ||
| Auxiliary machinery spaces, cargo spaces, special category spaces, cargo and other oil tanks and other similar spaces of moderate fire risk | (11) | A-60 | A-60 | A-60 | A-60 | A-0 | A-30 A-0 | A-60 A-15 | A-60 A-15 | A-0 | A-0 | A-0 | A-30 | A-302 A-0 | A-30 | ||
| Machinery spaces and main galleys | (12) | A-60 | A-60 | A-60 | A-60 | A-0 | A-60 | A-60 | A-60 | A-0 | A-0 | A-60 | A-60 | A-60 | A-60 | ||
| Store-rooms, workshops, pantries, etc. | (13) | A-60 | A-60 A-15 | A-30 A-0 | A-15 | A-0 | A-15 A-0 | A-30 A-0 | A-60 A-15 | A-0 | A-0 | A-0 | A-30 | A-0 | A-30 | ||
| Other spaces in which flammable liquids are stowed | (14) | A-60 | A-60 | A-60 | A-60 | A-0 | A-60 | A-60 | A-60 | A-0 | A-0 | A-60 | A-60 | A-60 | A-60 | ||
| Table 4—Decks not forming Steps in Main Vertical Zones nor Bounding Horizontal Zones | |||||||||||||||||
| (E.R. 3 of 2022) | |||||||||||||||||
| Spaces below ↓ | Space above → | (1) | (2) | (3) | (4) | (5) | (6) | (7) | (8) | (9) | (10) | (11) | (12) | (13) | (14) | ||
| Control stations | (1) | A-30 A-0 | A-30 A-0 | A-15 A-0 | A-0 | A-0 B-0 | A-0 | A-15 A-0 | A-30 A-0 | A-0 | A-0 | A-0 | A-60 | A-0 | A-60 A-15 | ||
| Stairways | (2) | A-0 | A-0 | A-0 | A-0 | A-0 B-0 | A-0 | A-0 | A-0 | A-0 | A-0 | A-0 | A-30 | A-0 | A-30 A-0 | ||
| Corridors | (3) | A-15 A-0 | A-0 | A-01 B-01 | A-0 | A-0 B-0 | A-0 B-0 | A-15 B-0 | A-15 B-0 | A-0 B-0 | A-0 | A-0 | A-30 | A-0 | A-30 A-0 | ||
| Lifeboat and liferaft handling and embarkation stations | (4) | A-0 | A-0 | A-0 | A-0 | － | A-0 B-0 | A-0 B-0 | A-0 B-0 | A-0 B-0 | A-0 | A-0 | A-0 | A-0 | A-0 | ||
| Open deck spaces | (5) | A-0 | A-0 | A-0 B-0 | A-0 | － | A-0 B-0 | A-0 B-0 | A-0 B-0 | A-0 B-0 | A-0 | A-0 | A-0 | A-0 B-0 | A-0 | ||
| Accommodation spaces of minor fire risk | (6) | A-60 | A-15 A-0 | A-0 | A-0 | A-0 B-0 | A-0 B-0 | A-0 B-0 | A-0 B-0 | A-0 B-0 | A-0 | A-0 | A-15 A-0 | A-0 | A-15 A-0 | ||
| Accommodation spaces of moderate fire risk | (7) | A-60 | A-30 A-0 | A-15 A-0 | A-15 A-0 | A-0 B-0 | A-0 B-0 | A-15 B-0 | A-30 B-0 | A-0 B-0 | A-0 | A-15 A-0 | A-30 A-0 | A-0 | A-30 A-0 | ||
| Accommodation spaces of greater fire risk | (8) | A-60 | A-60 A-15 | A-60 A-0 | A-30 A-0 | A-0 B-0 | A-15 B-0 | A-30 B-0 | A-60 B-0 | A-0 B-0 | A-0 | A-30 A-0 | A-30 A-0 | A-0 | A-302 A-0 | ||
| Sanitary spaces and similar spaces | (9) | A-0 | A-0 | A-0 B-0 | A-0 | A-0 B-0 | A-0 B-0 | A-0 B-0 | A-0 B-0 | A-0 B-0 | A-0 | A-0 | A-0 | A-0 | A-0 | ||
| Tanks, voids and auxiliary machinery spaces having little or no fire risk | (10) | A-0 | A-0 | A-0 | A-0 | A-0 | A-0 | A-0 | A-0 | A-0 | A-01 | A-0 | A-0 | A-0 | A-0 | ||
| Auxiliary machinery spaces, cargo spaces, cargo and other oil tanks and other similar spaces of moderate fire risk | (11) | A-60 | A-60 A-15 | A-60 A-15 | A-30 A-0 | A-0 | A-0 | A-15 A-0 | A-30 A-0 | A-0 | A-0 | A-01 | A-0 | A-0 | A-302 A-15 | ||
| Machinery spaces and main galleys | (12) | A-60 | A-60 | A-60 | A-60 | A-0 | A-60 | A-60 | A-60 | A-0 | A-0 | A-30 | A-301 | A-0 | A-60 | ||
| Store-rooms, workshops, pantries, etc. | (13) | A-60 | A-30 A-0 | A-15 A-0 | A-15 A-0 | A-0 B-0 | A-15 A-0 | A-30 A-0 | A-30 A-0 | A-0 B-0 | A-0 | A-0 | A-0 | A-0 | A-152 A-0 | ||
| Other spaces in which flammable liquids are stowed | (14) | A-60 | A-60 A-30 | A-60 A-30 | A-60 | A-0 | A-30 A-0 | A-60 A-15 | A-60 A-15 | A-0 | A-0 | A-302 A-0 | A-302 A-0 | A-0 | A-302 A-0 | ||
All stairways shall be of steel frame construction, except where the Director may approve the use of other material which he is satisfied is equally effective, and shall be within enclosures formed of “A” Class divisions, except that—
a stairway connecting only 2 decks need not be enclosed on both decks provided that the integrity of the deck is maintained by adequate bulkheads or doors at one between-deck space. When a stairway is closed at one between-deck space, the stairway enclosure shall have the same integrity standards as is required by the Tables at the end of regulation 55 for the deck which separates the between-deck spaces; and
stairways may be fitted in the open in a public space, provided that they lie wholly within such public space.
Every opening in a stairway enclosure shall be provided with a means of closure which shall be permanently attached thereto.
Every stairway enclosure shall have direct communication with the corridors and be of sufficient area to prevent congestion, having regard to the number of persons likely to use them in an emergency. In so far as practicable, stairway enclosures shall not give direct access to cabins, service lockers, or other enclosed spaces containing combustibles in which a fire is likely to originate.
All stairway enclosures shall comply with the following requirements not later than 1 October 1997—
only public toilets, lifts, lockers of non-combustible materials providing storage of safety equipment and open information counters may be located within the stairway enclosure boundaries;
other existing spaces within the stairway enclosure shall be— (E.R. 3 of 2022)
emptied, permanently closed and disconnected from the electrical system; or
separated from the stairway enclosure by the provision of “A” Class divisions in accordance with regulation 55;
the spaces described in subparagraph (ii) may have direct access to stairway enclosures by the provision of “A” Class doors in accordance with regulation 55, and subject to a sprinkler system being provided in these spaces. However, cabins shall not directly open into the stairway enclosure;
spaces other than public spaces, corridors, public toilets, special category spaces, other stairways required by regulation 128(2)(c), open deck spaces and spaces covered by paragraph (a)(ii) are not permitted to have direct access to stairway enclosures;
existing machinery spaces of category (10) described in regulation 55(3)(b) and existing back offices for information counters which open directly into the stairway enclosure may be retained, provided that they are protected by smoke detectors and that back offices for information counters contain only furniture of restricted fire risk;
furniture in stairway enclosures shall be limited to seating. It shall be fixed, limited to six seats on each deck in each stairway enclosure, be of restricted fire risk, and shall not restrict the passenger escape route. The Director may permit additional seating in the main reception area within stairway enclosures, if it is fixed, non-combustible, and does not restrict the passenger escape route. Furniture shall not be permitted in passenger and crew corridors forming escape routes in cabin areas. In addition to the above, lockers of non-combustible material, providing storage for safety equipment required by regulations, may be permitted. (L.N. 414 of 1995; E.R. 3 of 2022)
Every lift trunk shall be so fitted as to prevent the passage of smoke and flame from one between-deck to another and shall be provided with means of closing so as to permit the control of draught and smoke.
Where an “A” Class division is pierced for the passage of electric cables, pipes, trunks, girders, beams or for other purposes, the arrangements shall be such that the effectiveness of the division in resisting fire is not thereby impaired except as provided in subregulation (7).
Where, of necessity, a ventilation duct passes through a main vertical zone bulkhead, a fail-safe automatic closing fire damper shall be fitted adjacent to the bulkhead. The damper shall also be capable of being manually closed from each side of the bulkhead. The operating positions shall be readily accessible and be marked in red light-reflecting colour. The duct between the bulkhead and the damper shall be of steel or other equivalent material and, if necessary, be insulated to a standard to comply with subregulation (1). The damper shall be fitted with a visible indicator at each operating position showing whether the damper is in the open or shut position.
Except for hatches between special category spaces within a single horizontal zone, or between cargo spaces or stores or baggage spaces, and between such spaces and the weather decks, every opening shall be provided with permanently attached means of closing which shall be at least as effective for resisting fire as the division in which it is fitted.
Every door and door frame in an “A” Class division shall be constructed of steel or other equivalent material and the means of securing it when closed shall provide resistance to fire as well as to the passage of smoke and flame, as far as practicable, equivalent to that of the bulkhead in which the door is situated:Provided that a watertight door shall not be required to be insulated.
Any door in such a division shall be so constructed that it can be opened and closed by one person from either side of the division.
Every door in a division constructed in compliance with regulations 53(1) and 56(1), except a watertight door or one which is normally locked, shall be self-closing and capable of closing against an adverse inclination of up to 3 1/2o. The speed of door closure shall be controlled so as to prevent undue danger to personnel. All such doors which are held in the open position shall be capable of release from a central control station, either simultaneously or in groups, and also individually from a position at the door. The release mechanism shall be so designed that the door will automatically close in the event of disruption of the control system; except that this requirement shall not apply to a watertight door. Hold-back hooks, not subject to central control station release, are not permitted. (L.N. 414 of 1995)
Hinged fire doors in stairway enclosures, main vertical zone bulkheads and galley boundaries which are normally kept open shall be self-closing and be capable of release from a central control station and from a position at the door not later than 1 October 1997. (L.N. 414 of 1995)
All fire doors, other than hinged fire doors, in stairway enclosures, main vertical zone bulkheads and galley boundaries which are normally kept open shall be capable of release from a central control station and from a position at the door not later than 1 October 2000. (L.N. 414 of 1995)
A panel shall be placed in a continuously manned central control station, not later than 1 October 1997, to indicate whether the fire doors on stairway enclosures, main vertical zone bulkheads and galley boundaries are closed. (L.N. 414 of 1995)
Where a space is protected by an automatic sprinkler system complying with the provisions of Schedule 11 to the Merchant Shipping (Safety) (Fire Appliances) (Ships Built On or After 25 May 1980 but Before 1 September 1984) Regulations (Cap. 369 sub. leg. X), or fitted with a continuous “B” Class ceiling, the closing of openings in decks not forming steps in main vertical zones nor bounding horizontal zones shall be reasonably tight and such decks shall meet the “A” Class integrity requirements in so far as is reasonable and practicable in the opinion of the Director. (E.R. 3 of 2022)
The requirements for “A” Class integrity of the outer boundaries of a ship shall not apply to glass partitions, windows and sidescuttles, subject to the requirements of regulation 60. The requirements for “A” Class integrity shall not apply to exterior doors in superstructures and deckhouses, except that doors opening on to lifeboat and liferaft handling and embarkation areas shall be of such construction as to protect these areas from a space having a potential fire hazard.
Exhaust ducts from galley ranges where grease or fat is likely to accumulate and which pass through accommodation spaces or spaces containing combustible materials shall comply with the following requirements not later than 1 October 1997—
such ducts shall be constructed of “A” Class divisions; and
each duct shall be fitted with—
a grease trap readily removable for cleaning, unless an alternative grease removal process is fitted;
a fire damper located in the lower end of the duct;
arrangements operable from within the galley for shutting off the exhaust fans;
fixed means for extinguishing a fire within the duct; and
suitably located hatches for inspection and cleaning. (L.N. 414 of 1995)
Where a “B” Class division is pierced for the passage of electric cables, pipes, trunks, girders, beams or for other purposes, the arrangements shall be such that the effectiveness of the division in resisting fire is not thereby impaired except as provided in subregulation (4).
Doors and door frames in “B” Class divisions and means of securing them shall provide a method of closure which shall have resistance to fire as far as practicable equivalent to the division, except that ventilation openings may be permitted in the lower portion of such doors. Where such opening is in or under a door, the total net area of any such opening or openings shall not exceed 0.05 square metre. When such opening is cut in a door, it shall be fitted with a grille made of steel. Doors shall be non-combustible.
The requirements for “B” Class integrity of the outer boundaries of a ship shall not apply to glass partitions, windows and sidescuttles. The requirements for “B” Class integrity shall not apply to exterior doors in superstructures and deckhouses.
Where an automatic sprinkler system complying with the provisions of Schedule 11 to the Merchant Shipping (Safety) (Fire Appliances) (Ships Built On or After 25 May 1980 but Before 1 September 1984) Regulations (Cap. 369 sub. leg. X), is fitted— (E.R. 3 of 2022)
the closing of openings in decks need only meet the “B” Class integrity requirements in so far as is reasonable and practicable; and
openings in corridor bulkheads of “B” Class materials shall be protected in accordance with the provisions of regulation 54.
Wherever practicable the system of ducts leading from each ventilating fan shall be within one main vertical or horizontal zone.
Where ventilation systems penetrate decks, precautions shall be taken, in addition to those relating to the fire integrity of the decks required by regulation 57, to reduce the likelihood of smoke and hot gases passing from one between-deck space to another through the system. In addition to insulation requirements contained in this regulation, vertical ducts shall, if necessary, be insulated as required by Table 1, Table 2, Table 3 or Table 4 of regulation 55.
The main inlets of every air supply system and the main outlets of every air exhaust system shall be capable of being closed from external positions.
Ducts serving a stairway enclosure shall be taken from the fan room independently of other ducts in the ventilation system and shall not serve any other space.
All power ventilation, except machinery and cargo space ventilation and any alternative system which may be required under subregulation (6), shall be fitted with controls so grouped that all fans may be stopped from either of 2 separate positions which shall be situated as far apart as practicable. Controls provided for the power ventilation serving machinery spaces shall be so grouped as to be operable from 2 positions, one of which shall be outside such spaces. Fans serving power ventilation systems to cargo spaces shall be capable of being stopped from a safe position outside such spaces.
There shall be provided for every control station situated below deck other than a control station situated in the machinery space, means to ensure ventilation, visibility and freedom from smoke within it so that, in the event of a fire in the ship, the equipment it contains may be operated effectively. Unless the control station is situated on, and has access to, an open deck or is provided with local closing arrangements equally effective to maintain ventilation, visibility and freedom from smoke in the event of a fire in the ship, there shall be provided at least 2 entirely separate means of supplying air to such control stations and the air inlets to these sources of supply shall be so situated that the risk of both drawing in smoke simultaneously is, as far as practicable, eliminated.
Except in cargo spaces, ventilation ducts shall be constructed of the following materials—
ducts not less than 0.075 square metres in sectional area and all vertical ducts serving more than a single between-deck space shall be constructed of steel or other equivalent material;
subject to the requirements of paragraph (c) and of subregulations (8) and (9), ducts of less than 0.075 square metres in sectional area shall be constructed of non-combustible materials. Where such ducts penetrate “A” or “B” Class divisions, due regard shall be given to ensuring the fire integrity of the division;
ducts, not in general exceeding 0.02 square metres in sectional area nor 2 metres in length, need not be non-combustible provided that the following conditions are satisfied—
the duct is constructed of suitable material having regard to the risk of fire;
the duct is used only at the terminal end of the ventilation system; and
the duct is not located closer than 0.6 metre along its length to a penetration of an “A” Class division or a “B” Class division.
Ducts provided for the ventilation of machinery spaces of Category A, galleys or car deck spaces shall not pass through accommodation spaces, service spaces or control stations unless either—
the ducts are constructed of steel having a thickness of at least 3 millimetres and 5 millimetres for ducts the widths or diameters of which are up to and including 300 millimetres and 760 millimetres and over respectively and, in the case of such ducts, the widths or diameters of which are between 300 and 760 millimetres having a thickness to be obtained by interpolation; and
are suitably supported and stiffened; and
are fitted with automatic fire dampers close to the boundaries penetrated; and
are insulated to “A-60” standard from the machinery space, galley or car deck space to a point at least 5 metres beyond each fire damper; or
the ducts are constructed, supported and stiffened in accordance with paragraph (a)(i) and (ii); and
are insulated to “A-60” standard throughout the accommodation spaces, service spaces or control stations,
except that penetrations of main zone bulkhead or decks shall comply with the requirements of regulation 57.
Ducts providing ventilation to accommodation spaces, service spaces or control stations shall not pass through machinery spaces of Category A, galleys or car deck spaces unless either—
the ducts where they pass through a machinery space of Category A, galley or car deck space are constructed, supported and stiffened in accordance with subregulation (8)(a)(i) and (ii); and
automatic fire dampers are fitted close to the boundaries penetrated; and
provided the integrity of the machinery space, galley or car deck space boundaries is maintained at the penetrations; or
the ducts where they pass through a machinery space of Category A, galley or car deck space are constructed, supported and stiffened in accordance with subregulation (8)(a)(i) and (ii); and
are insulated to “A-60” standard within the machinery space, galley or car deck space,
except that penetrations of main zone bulkheads and decks shall comply with the requirements of regulation 57.
Exhaust ducts from galley ranges, where they pass through accommodation spaces containing combustible materials, shall be constructed of “A” Class divisions. Every exhaust duct shall be fitted with—
a grease trap readily removable for cleaning;
a fire damper located in the duct at the boundary of the galley;
arrangements, operable from within the galley, for shutting off the exhaust fan; and
a fixed means of extinguishing a fire within the duct.
Where a ventilation duct of sectional are exceeding 0.02 square metre passes through an “A” Class bulkhead or deck, the opening in the bulkhead or deck shall be lined with a steel sheet sleeve unless the duct, where it passes through the bulkhead or deck, is constructed of steel. At the penetration the sleeve or duct shall comply with the following specification—
the duct or sleeve shall have a thickness of at least 3 millimetres over a length of 900 millimetres. When passing through bulkheads this length shall if possible be divided into 450 millimetres on each side of the bulkhead. The duct or sleeve shall be insulated so as to maintain the standard of fire integrity of the deck or bulkhead; and
every duct shall be fitted with a fire damper unless the Director determines otherwise. In every duct of sectional area exceeding 0.075 square metre the fire damper shall operate automatically, but it shall also be capable of being closed manually from each side of the bulkhead or deck. The operating position shall be readily accessible and be marked in red light-reflecting colour. The damper shall be fitted with a visible indicator showing whether the damper is in the open or shut position. Fire dampers are not required, however, where ducts pass through spaces surrounded by “A” Class divisions without serving those spaces, provided those ducts have the same fire integrity and insulation value as the bulkheads which they pierce.
Where a ventilation duct of sectional area exceeding 0.02 square metre passes through a “B” Class bulkhead, the opening shall be lined with a steel sleeve of 900 millimetres in length unless the duct, where it passes through the bulkhead, is constructed of steel. This length shall be divided, if possible, into 450 millimetres on each side of the bulkhead.
Fail-safe automatic closing fire dampers with manual operation from within the enclosure shall, not later than 1 October 2000, be fitted to all ventilation ducts serving both accommodation spaces and service spaces and stairway enclosures where they pierce such enclosures. (L.N. 414 of 1995)
Ventilation ducts passing through a main vertical zone bulkhead without serving spaces on both sides or passing through a stairway enclosure without serving that enclosure shall, not later than 1 October 2000, be fitted with fire dampers unless the ducts are constructed and insulated to “A-60” standard and have no openings within the stairway enclosure or in the trunk on the side which is not directly served. (L.N. 414 of 1995)
All windows and sidescuttles in bulkheads within accommodation and service spaces and control stations other than those to which the provisions of regulations 57(8) and 58(3) apply, shall be constructed so as to preserve the integrity requirements of the type of bulkheads in which they are fitted.
Notwithstanding the requirements of Table 1, Table 2, Table 3 or Table 4 of regulation 55—
all windows and sidescuttles in bulkheads separating accommodation and service spaces and control stations from weather shall be constructed with frames of steel or other suitable materials. The glass shall be retained by a metal glazing bead or angle; and
the fire integrity of windows facing open or enclosed lifeboat and liferaft embarkation areas and of windows situated below such areas in such a position that their failure during a fire would impede the launching of, or embarkation into, lifeboats or liferafts shall be such that any potential fire hazard is kept to a minimum.
Within accommodation spaces, service spaces and control stations the following requirements shall be complied with—
the following surfaces shall be such that a Class 1 or 2 surface spread of flame will not be exceeded—
exposed surfaces in corridor, stairway enclosures, bulkheads, wall and ceiling linings; and
concealed or inaccessible spaces;
the total volume of combustible facings, mouldings, decorations and veneers shall not exceed a volume equivalent to 2.5 millimetres of veneer on the combined area of walls and ceilings. In the case of ships fitted with an automatic sprinkler system complying with the provisions of Schedule 11 to the Merchant Shipping (Safety) (Fire Appliances) (Ships Built On Or After 25 May 1980 but Before 1 September 1984) Regulations (Cap. 369 sub. leg. X), the above volume may include some combustible material used for the erection of “C” Class divisions; (E.R. 3 of 2022)
veneers used on surfaces and linings to which paragraph (a) applies shall not have a gross calorific potential exceeding 45 megajoules per square metre of surface area for the thickness used as measured in accordance with the method specified in International Standard ISO 1716-1973 (E); (E.R. 3 of 2022)
furniture in the corridors and stairway enclosures shall be kept to a minimum;
primary deck coverings, if applied, shall be of approved material which will not readily ignite, or give rise to toxic or explosive hazards at elevated temperatures;
waste-paper receptacles shall be constructed of non-combustible materials and with solid sides and bottoms.
Within accommodation spaces, service spaces, control stations and machinery spaces—
all ceilings, linings, draught stops and insulating materials shall be of non-combustible materials except in respect of—
mail rooms and baggage rooms;
materials used to insulate refrigerated compartments;
materials used to insulate valves associated with hot and cold service systems provided that their exposed surfaces are such that a Class 1 or 2 surface spread of flame will not be exceeded; and
vapour barriers and adhesives used in conjunction with insulating materials, if their exposed surfaces are such that a Class 1 or 2 surface spread of flame will not be exceeded; and
paints, varnishes and other finishes used on exposed interior surfaces shall not be capable of producing excessive quantities of smoke and toxic products.
The following provisions shall apply to all parts of any ship to which this Part applies—
any pipe which penetrates an “A” Class or “B” Class division shall be of suitable material having regard to the temperature such divisions are required to withstand;
pipes intended for oil or other flammable liquids shall be of suitable material having regard to the risk of fire; and
overboard scuppers, sanitary discharges or other outlets close to or below the waterline shall not be of a material likely to fail in the event of fire and thereby give rise to a danger of flooding.
The following provisions shall apply to the accommodation spaces, service spaces, and control stations, of any ship to which this Part applies—
every air space enclosed behind a ceiling, panel or lining, shall be divided by close-fitting draught-stops which shall be spaced not more than 14 metres apart and which shall be closed at each deck; and
every ceiling and lining shall be so constructed as to enable a fire patrol to detect any smoke originating in a concealed or inaccessible space without impairing the efficiency of the fire protection of the ship. The Director may exempt any ship from the requirement of this regulation if he is satisfied that there is no risk of fire originating in such a space.
In every ship to which this Part applies there shall be installed throughout each separate zone, whether vertical or horizontal, in all accommodation and service spaces and in control stations either—
an automatic sprinkler and fire alarm and fire detection system complying with the requirements specified in Schedule 11 to the Merchant Shipping (Safety) (Fire Appliances) (Ships Built On or After 25 May 1980 but Before 1 September 1984) Regulations (Cap. 369 sub. leg. X) and so arranged to protect all such spaces in the ship; or
an automatic fire alarm and fire detection system complying with the requirements specified in Schedule 12 to the Merchant Shipping (Safety) (Fire Appliances) (Ships Built On or After 25 May 1980 but Before 1 September 1984) Regulations (Cap. 369 sub. leg. X) and so arranged to detect the presence or the signs of a fire and its location in any such spaces. (E.R. 3 of 2022)
All accommodation and service spaces, stairway enclosures and corridors shall be equipped with—
a smoke detection and alarm system of an approved type and complying with Schedule 11 to the Merchant Shipping (Safety) (Fire Protection) (Ships Built On or After 1 September 1984) Regulations (Cap. 369 sub. leg. Y) not later than 1 October 1997; provided that such a system need not be fitted in private bathrooms, and spaces having little or no fire risk such as voids and similar spaces; and
an automatic sprinkler, fire alarm and fire detection system complying with the requirements of Schedule 7 to the Merchant Shipping (Safety) (Fire Protection) (Ships Built On or After 1 September 1984) Regulations (Cap. 369 sub. leg. Y) or the guidelines developed by the International Maritime Organization for an approved equivalent sprinkler system not later than 1 October 2005 or 15 years after the date of construction of the ship, whichever is later; provided that the automatic sprinkler need not be fitted in private bathrooms, and spaces having little or no fire risk such as voids and similar spaces. (L.N. 414 of 1995; E.R. 3 of 2022)
For the purposes of subregulation (1A), detectors operated by heat instead of smoke in a system described in that subregulation shall be installed in galleys. (L.N. 414 of 1995)
The Director may exempt any ship from the requirements of this regulation in so far as they apply to—
any space which he is satisfied affords no substantial fire risk; or
any control station.
The following provisions shall apply to special category spaces, whether above or below the bulkhead deck, of any ship to which this Part applies—
if normal main vertical zoning is not practicable in special category spaces, equivalent protection shall be obtained in such spaces by horizontal zoning and the provision of an efficient fixed fire-extinguishing system. A horizontal zone for the purpose of this regulation may include special category spaces on more than one deck, provided that the overall height of the zone does not exceed 10 metres;
the requirements of regulations 57 and 59 for maintaining the integrity of vertical zones shall apply to decks and bulkheads forming the boundaries separating horizontal zones from each other and from the remainder of the ship;
Structural protection
boundary bulkheads of special category spaces shall be insulated as required for category (11) spaces in Table 1 and the horizontal boundaries as required for category (11) spaces in Table 3 of regulation 55;
indicators shall be provided on the navigating bridge which shall show when any access fire door in the boundary of a special category space is closed;
Fixed fire-extinguishing system
every special category space shall be fitted with a manually operated fixed pressure water-spraying system which complies with the requirements specified in Schedule 8 to the Merchant Shipping (Safety) (Fire Appliances) (Ships Built On or After 25 May 1980 but Before 1 September 1984) Regulations (Cap. 369 sub. leg. X). The Director may permit the use of any other fixed fire-extinguishing system which he is satisfied is equally effective by full-scale tests in conditions simulating a flowing petrol fire in a special category space;
Patrols and detection
an efficient patrol system shall be maintained in special category spaces. In any such space in which the patrol is not maintained by a continuous fire watch at all times during the voyage there shall be provided in that space an automatic fire alarm and fire detection system complying with the requirements of Schedule 12 to the Merchant Shipping (Safety) (Fire Appliances) (Ships Built On or After 25 May 1980 but Before 1 September 1984) Regulations (Cap. 369 sub. leg. X);
manual fire alarms shall be provided throughout the special category spaces and one shall be placed close to each exit from such spaces;
Ventilation system
every special category space shall be provided with a ventilation system capable of changing the atmosphere within such spaces at least 10 times per hour based upon the gross volume of the space. The ventilation system shall so be arranged as to prevent stratification of the atmosphere and the formation of gas pockets in such spaces. The ventilation system shall be separate from any other ventilation system and the master shall ensure that it shall be operated at all times when vehicles are in such spaces. Any loss or reduction of the ventilating system capacity shall be indicated on the navigating bridge. The outlet from any exhaust ventilation duct shall be sited in a safe position having regard to possible sources of ignition;
Additional fire safety measures
every special category space shall comply with the requirements of regulations 6, 10 and 87 of the Merchant Shipping (Safety) (Fire Protection) (Ships Built On or After 1 September 1984) Regulations (Cap. 369 sub. leg. Y) not later than 1 October 2000. (L.N. 414 of 1995)
Additional requirements applicable only to special category spaces above the bulkhead deck
The following provisions shall apply additionally to those in subregulation (1) to special category spaces above the bulkhead deck of any ship to which this Part applies—
Scuppers
to ensure the clearance of water accumulating on the deck or decks following the operation of the fixed pressure water-spraying system, scuppers shall be fitted so as to ensure that such water is rapidly discharged directly overboard;
Precautions against ignition of flammable vapours
electrical equipment, wiring and other equipment capable of igniting flammable vapours shall not be installed less than 450 millimetres above any deck on which vapours may accumulate, provided that electrical equipment and wiring may be installed below such level and within the ventilation trunks if it is essential for the safe operation of the ship provided that the equipment is of a type suitable for use in an explosive petrol vapour and air mixture. Electrical equipment installed more than 450 millimetres above any deck on which vapours may accumulate shall be enclosed and protected to prevent discharge of sparks.
Additional requirements applicable only to special category spaces below the bulkhead deck
The following provisions shall apply additionally to subregulation (1) to special category spaces below the bulkhead deck of any ship to which this Part applies—
Bilge pumping and drainage
adequate bilge pumping and drainage facilities shall be provided to ensure the clearance of water from the deck or tank top following the operation of the fixed pressure water-spraying system. Where the capacity of the bilge pumps is insufficient to ensure the clearance of the water, additional bilge pumping capacity shall be provided;
Precautions against ignition of flammable vapours
electrical equipment and wiring within such spaces and in ventilation trunks serving such spaces shall be of a type suitable for use in an explosive petrol vapour and air mixture. Other equipment which may constitute a source of ignition of flammable vapours shall not be fitted.
In every ship to which this Part applies the following provisions shall apply to any cargo space, other than a special category space, containing motor vehicles with fuel in their tanks for their own propulsion—
Fire detection
an automatic fire alarm and fire detection system complying with the requirements specified in Schedule 12 to the Merchant Shipping (Safety) (Fire Appliances) (Ships Built On or After 25 May 1980 but Before 1 September 1984) Regulations (Cap. 369 sub. leg. X) shall be provided;
Fire-extinguishing arrangements
a fixed gas fire-extinguishing system complying with the requirements specified in Schedule 9 to the Merchant Shipping (Safety) (Fire Appliances) (Ships Built On or After 25 May 1980 but Before 1 September 1984) Regulations (Cap. 369 sub. leg. X) shall be provided;
Ventilation system
every such space shall be provided with a ventilation system capable of changing the atmosphere within such spaces at least 10 times per hour based upon the gross volume of the space. The ventilation system shall be arranged to prevent stratification of the atmosphere and the formation of gas pockets in such spaces. The ventilating system shall be separate from any other ventilation system and the master shall ensure that it shall be operated at all times when vehicles are in such spaces. Any loss or reduction of the ventilation system capacity shall be indicated on the navigating bridge. The outlet from any exhaust ventilation duct shall be sited in a safe position having regard to possible sources of ignition;
Precautions against ignition of flammable vapours
electrical equipment and wiring within such spaces and their exhaust ventilation trunks shall be of a type suitable for use in an explosive petrol vapour and air mixture. Other equipment which may constitute a source of ignition of flammable vapours shall not be fitted;
Additional fire safety measures
every such space shall comply with the requirements of regulations 6, 10 and 88 of the Merchant Shipping (Safety) (Fire Protection) (Ships Built On or After 1 September 1984) Regulations (Cap. 369 sub. leg. Y) not later than 1 October 2000. (L.N. 414 of 1995)
The following provisions shall apply to machinery spaces of any ship to which this Part applies—
the number of openings to machinery spaces shall be the minimum compatible with the proper working of the ship;
the sky-lights to machinery spaces of Category A shall be constructed of steel and their flaps shall be capable of being closed and opened from a suitable position outside the space in the event of fire;
adequate arrangements shall be made to permit the release of smoke in the event of fire;
windows shall not be fitted in machinery space casings;
doors in the boundaries of machinery spaces of Category A, other than watertight doors, shall be arranged so that the closure of the door will be assured in the event of fire in the space. The doors shall be provided with closing arrangements which either comply with regulation 57(6) or are provided with power operated closing arrangements operable from the control position required by paragraph (h);
means shall be provided, at a location outside the machinery spaces where they will be accessible in the event of fire, for stopping ventilation fans serving such spaces, forced draught fans, induced draught fans, oil fuel transfer and pressure pumps and other oil fuel pumps;
means shall be provided, at a location outside the machinery spaces where they will be accessible in the event of a fire, for closing all machinery space ventilators, annular spaces around funnels and other openings to such spaces;
the controls required by paragraphs (b), (c), (f) and (g) shall, together with the oil fuel installation controls required by regulation 114(14) and the fixed fire extinguishing system controls required by regulation 7, 14 or 15 of the Merchant Shipping (Safety) (Fire Appliances) (Ships Built On or After 25 May 1980 but Before 1 September 1984) Regulations (Cap. 369 sub. leg. X), be located at one control position where they will be available in the event of fire. The Director may permit such controls to be grouped in more than one control position if he is satisfied that the arrangements provided are not less effective;
any machinery space of Category A which is accessible from an adjacent shaft tunnel shall be provided with a light-weight steel fire-screen door in addition to any watertight door. The fire-screen door shall be operable from each side and shall be located at the shaft tunnel side of the bulkhead.
Subject to subregulation (2), every ship to which this Part applies shall, when undergoing repairs, alterations or modifications, or outfitting related thereto, comply with the following requirements—
the following surfaces shall be such that a Class 1 surface spread of flame will not be exceeded— (E.R. 3 of 2022)
exposed surfaces in corridors and stairway enclosures; and
surfaces of the following within all accommodation spaces, service spaces and control stations—
bulkheads, wall and ceiling lining; and
concealed or inaccessible spaces;
within accommodation spaces, service spaces, control stations and machinery spaces, all ceilings, linings, draught stops and insulating materials shall be of non-combustible materials except in respect of— (E.R. 3 of 2022)
mail rooms and baggage rooms;
materials used to insulate refrigerated compartments;
materials used to insulate valves associated with hot and cold service systems provided that their exposed surfaces are such that a Class 1 surface spread of flame will not be exceeded; and
vapour barriers and adhesives used in conjunction with insulating materials, if their exposed surfaces are such that a Class 1 surface spread of flame will not be exceeded;
in spaces where penetration of oil products is possible, the exposed surface of insulation shall be impervious to oil or oil vapours;
within accommodation spaces, service spaces and control stations— (E.R. 3 of 2022)
electric space heaters shall be fixed in position and shall be so constructed as to reduce risk of fire to a minimum, and no such heater shall be fitted with an element so exposed that clothing, curtains or similar materials can be scorched or set on fire by heat from the element; and
cellulose-nitrate film shall not be used for cinematograph installations.
Where any ship to which this Part applies undergoes repairs, alterations or modifications, or outfitting related thereto, which involves the replacement of materials of 50 tonnes or above, other than that required by regulation 56(3A), 57(6A), (6B), (6C) or (9), 59(13) or (14), 63(1A), 64(1)(f), 65(e), 89(2A), (2B), (2C) or (4), 92(2) or (3), 95A, 97(3) or (4), 101A, 128(5A) or 131(3), the ship shall comply in all respects with the provisions of the Merchant Shipping (Safety) (Fire Protection) (Ships Built On or After 1 September 1984) Regulations (Cap. 369 sub. leg. Y) to the same extent and in the same manner as if the ship were a ship constructed on or after 1 October 1994, and the provisions of these regulations shall cease to apply to the ship.
This Part applies to new passenger ships of carrying not more than 36 passengers.
Every ship to which this Part applies, being a ship carrying not more than 36 passengers shall comply with regulation 52 except that any reference to steel or other equivalent material, shall mean that the fire integrity and insulation standards of the structure shall be in accordance with Table 1 and Table 2 of regulation 71.
The hull, superstructure and deckhouses in the way of accommodation and service spaces of every ship to which this Part applies shall be subdivided by bulkheads consisting of “A” Class divisions into main vertical zones. The mean length of each zone on any one deck above the bulkhead deck shall not in general exceed 40 metres. Steps and recesses shall be kept to a minimum, but any which are necessary shall consist of “A” Class divisions. These divisions shall have insulation values in accordance with Table 1 and Table 2 of regulation 71, except that where insulation values of “B-0” and “C” appear in Table 1 the value of “A-0” shall be substituted.
Any portions of such divisions which extend above the bulkhead deck shall, whenever possible, be in line with watertight subdivision bulkheads situated immediately below the bulkhead deck and shall extend from deck to deck and to the ship’s shell and, in the case of a deckhouse, to the external plating thereof.
Where a main vertical zone is subdivided by horizontal “A” Class divisions into horizontal zones for the purpose of providing an appropriate barrier between sprinklered and non-sprinklered zones of the ship, the divisions shall extend between adjacent main vertical zone bulkheads and to the shell or exterior boundaries of the ship and shall be insulated in accordance with the fire insulation and integrity values given in Table 2 of regulation 71.
In ships designed for special purposes, such as car or train services, where the provision of main vertical zone bulkheads would conflict with the purpose for which the ship is intended, the Director may allow an equivalent means for controlling and limiting a fire to be substituted:Provided that in a ship with special category spaces, any such space shall comply with the applicable provisions of regulation 80 and in so far as such compliance would be inconsistent with compliance with other requirements of this Part, the requirements of regulation 80 shall prevail.
Every bulkhead within the accommodation spaces or service spaces of every ship to which this Part applies, not being a bulkhead required by these regulations to consist of an “A” Class division, shall consist of a “B” Class or a “C” Class division as prescribed in Table 1 and Table 2 of regulation 71. All such divisions may be faced with combustible materials in accordance with the provisions of regulation 77.
All corridor bulkheads where not required to be “A” Class, shall be “B” Class divisions, which shall extend from deck to deck except—
when continuous “B” Class ceilings and/or linings are fitted on both sides of the bulkhead, the portion of the bulkhead behind the continuous ceiling or lining shall be of a material which in thickness and composition meets the requirements of “B” Class divisions, but which is required to meet “B” Class fire integrity standards only so far as is, with regard to a particular case, reasonable and practicable in the opinion of the Director; and
in the case of a ship protected by an automatic sprinkler system complying with the provisions of Schedule 11 to the Merchant Shipping (Safety) (Fire Appliances) (Ships Built On or After 25 May 1980 but Before 1 September 1984) Regulations (Cap. 369 sub. leg. X), a corridor bulkhead of “B” Class integrity may terminate at a ceiling in the corridor, provided that such a ceiling is of a material which, in thickness and composition, is acceptable in the construction of “B” Class divisions. Notwithstanding the requirements of regulation 71, such bulkheads and ceilings are required to meet “B” Class fire integrity standards only as far as is, with regard to a particular case, reasonable and practicable in the opinion of the Director. All doors and frames in such bulkheads shall be of non-combustible materials and shall be constructed and erected so as to provide fire resistance which the Director is satisfied is adequate. (E.R. 3 of 2022)
Every bulkhead required to be a “B” Class division, except a corridor bulkhead, shall extend from deck to deck and to the shell or other boundaries unless continuous “B” Class ceilings and/or linings are fitted on both sides of the bulkhead, in which case the bulkhead may terminate at the continuous ceiling or lining.
In addition to complying with the specific provisions for fire integrity of bulkheads and decks of these regulations, the minimum fire integrity of bulkheads and decks shall be as prescribed in subregulations (2) to (4) and Table 1 and Table 2 of this regulation.
Where, due to any particular structural arrangement in the ship, there may be doubt in determining from the Tables the minimum fire integrity and insulation standard of any division, such standard shall be determined to the satisfaction of the Director.
The following provisions shall govern application of Table 1 and Table 2—
Table 1 and Table 2 shall apply respectively to the bulkheads and decks separating adjacent spaces;
for the purpose of determining the appropriate fire integrity and insulation standards to be applied to boundaries between adjacent spaces, such spaces are classified according to their fire risk as shown in the following categories. The number in parentheses preceding each category refers to the applicable column or row numbers in the aforesaid Tables—
Category (1A) control stations
(which include:
spaces containing emergency sources of power and lighting;
wheelhouse and chartroom;
spaces containing ship’s radio equipment fire extinguishing installation rooms, fire control stations and fire recording stations;
control room for propelling machinery when located outside the machinery space;
spaces containing centralized fire alarm equipment);
Category (2A) corridors
(which include:
passenger and crew space corridors and lobbies);
Category (3A) accommodation spaces
(which include:
public spaces of any size, such as halls, dining rooms, lounges and similar permanently enclosed spaces;
cabins;
hospitals and dispensaries;
offices;
lavatories;
motion picture projection and film storage rooms;
games and hobbies rooms;
pantries containing no cooking appliances);
Category (4A) stairways
(which include:
interior stairways, lifts and escalators and enclosures thereto (other than those wholly contained within the machinery spaces);
a stairway which is enclosed only at one level shall be regarded as part of the space from which it is not separated by a fire door);
Category (5A) service spaces (low risk)
(which include:
lockers and storerooms having areas of less than 4 square metres, drying rooms and laundries);
Category (6A) machinery spaces of Category A
(which include:
spaces as defined in regulation 1);
Category (7A) other machinery spaces
(which include:
machinery spaces as defined in regulation 1 but do not include machinery spaces of Category A);
Category (8A) cargo spaces
(which include:
all spaces used for cargo (including cargo oil tanks) and trunkways and hatchways to such spaces, other than special category spaces);
Category (9A) service spaces (high risk)
(which include:
galleys, pantries containing cooking appliances, paint and lamp rooms, lockers and storerooms having areas of 4 square metres or more, workshops other than those forming part of the machinery spaces);
Category (10A) open decks
(which include:
open deck spaces, enclosed promenades containing no fire risk, and the space outside superstructures and deckhouses);
Category (11A) special category spaces
(which include:
all enclosed spaces above or below the bulkhead deck intended for the carriage of motor vehicles with fuel in their tanks for their own propulsion, into and from which such vehicles can be driven and to which passengers have access);
where a single value is shown for the fire integrity of a boundary between 2 spaces, that value shall apply in all cases;
in determining the applicable fire integrity standard of a boundary between 2 spaces within a main vertical zone or horizontal zone which is not protected by an automatic sprinkler system complying with the provisions of Schedule 11 to the Merchant Shipping (Safety) (Fire Appliances) (Ships Built On or After 25 May 1980 but Before 1 September 1984) Regulations (Cap. 369 sub. leg. X), or between such zones neither of which is so protected the higher of the 2 values given in the Tables shall apply; (E.R. 3 of 2022)
in determining the applicable fire integrity standard of a boundary between 2 spaces within a main vertical zone or horizontal zone which is protected by an automatic sprinkler system complying with the provisions of Schedule 11 to the Merchant Shipping (Safety) (Fire Appliances) (Ships Built On or After 25 May 1980 but Before 1 September 1984) Regulations (Cap. 369 sub. leg. X), or between such zones both of which are so protected, the lesser of the 2 values given in the Tables shall apply. Where a sprinklered zone and a non-sprinklered zone meet within accommodation and service spaces, the higher of the 2 values given in the Tables shall apply to the division between the zones; (E.R. 3 of 2022)
where spaces are of the same numerical category and superscription “1” is specified a bulkhead or deck of the rating shown in the Tables is only required when the adjacent spaces are for a different purpose, so that in category (9A) a galley next to a galley does not require a bulkhead, but a galley next to a paint room requires an “A-0” bulkhead;
bulkheads separating the wheelhouse and chartroom from each other may be “B-0” rating;
for the application of regulation 69(1) of “B-0” and “C” where appearing in Table 1 shall be read as “A-0”; and
where an asterisk is specified in the Tables, the division is required to be of steel or equivalent material but is not required to be of “A” Class standard. For the application of regulation 69(1) an asterisk where appearing in Table 2, except categories (8A) and (10A), shall be read as “A-0”.
Continuous “B” Class ceilings or linings, in association with the relevant decks or bulkheads, may be accepted as contributing, wholly or in part, to the required insulation and integrity of a division.
The integrity of “A” Class divisions shall be maintained at intersections and boundaries.
| Table 1—Fire Integrity of Bulkheads Separating Adjacent Spaces | |||||||||||||
| (E.R. 3 of 2022) | |||||||||||||
| Spaces | (1A) | (2A) | (3A) | (4A) | (5A) | (6A) | (7A) | (8A) | (9A) | (10A) | (11A) | ||
| Control Stations | (1A) | A-0 | A-0 | A-60 | A-0 | A-15 | A-60 | A-15 | A-60 | A-60 | ● | A-60 | |
| Corridors | (2A) | C | B-0 | A-0 | B-0 | A-60 | A-0 | A-0 | A-15 A-0 | ● | A-15 | ||
| Accommodation Spaces | (3A) | C | A-0 | B-0 | A-60 | A-0 | A-0 | A-15 A-0 | ● | A-30 A-0 | |||
| Stairways | (4A) | A-0 | A-0 | A-60 | A-0 | A-0 | A-15 A-0 | ● | A-15 | ||||
| Service Spaces (Low Risk) | (5A) | C | A-60 | A-0 | A-0 | A-0 | ● | A-0 | |||||
| Machinery Spaces of Category A | (6A) | ● | A-0 | A-0 | A-60 | ● | A-60 | ||||||
| Other Machinery Spaces | (7A) | A-01 | A-0 | A-0 | ● | A-0 | |||||||
| Cargo Spaces | (8A) | ● | A-0 | ● | A-0 | ||||||||
| Service Spaces (High Risk) | (9A) | A-01 | ● | A-30 | |||||||||
| Open Decks | (10A) | － | A-0 | ||||||||||
| Special Category Spaces | (11A) | A-0 | |||||||||||
| Table 2—Fire Integrity of Decks Separating Adjacent Spaces | ||||||||||||||
| (E.R. 3 of 2022) | ||||||||||||||
| Space Below ↓ | Space Above → | (1A) | (2A) | (3A) | (4A) | (5A) | (6A) | (7A) | (8A) | (9A) | (10A) | (11A) | ||
| Control Stations | (1A) | A-0 | A-0 | A-0 | A-0 | A-0 | A-60 | A-0 | A-0 | A-0 | ● | A-30 | ||
| Corridors | (2A) | A-0 | ● | ● | A-0 | ● | A-60 | A-0 | A-0 | A-0 | ● | A-0 | ||
| Accommodation Spaces | (3A) | A-60 | A-0 | ● | A-0 | ● | A-60 | A-0 | A-0 | A-0 | ● | A-30 A-0 | ||
| Stairways | (4A) | A-0 | A-0 | A-0 | ● | A-0 | A-60 | A-0 | A-0 | A-0 | ● | A-0 | ||
| Service Spaces (Low Risk) | (5A) | A-15 | A-0 | A-0 | A-0 | ● | A-60 | A-0 | A-0 | A-0 | ● | A-0 | ||
| Machinery Spaces of Category A | (6A) | A-60 | A-60 | A-60 | A-60 | A-60 | ● | A-60 | A-30 | A-60 | ● | A-60 | ||
| Other Machinery Spaces | (7A) | A-15 | A-0 | A-0 | A-0 | A-0 | A-0 | ● | A-0 | A-0 | ● | A-0 | ||
| Cargo Spaces | (8A) | A-60 | A-0 | A-0 | A-0 | A-0 | A-0 | A-0 | ● | A-0 | ● | A-0 | ||
| Service Spaces (High Risk) | (9A) | A-60 | A-30 A-0 | A-30 A-0 | A-30 A-0 | A-0 | A-60 | A-0 | A-0 | A-0 | ● | A-30 | ||
| Open Decks | (10A) | ● | ● | ● | ● | ● | ● | ● | ● | ● | － | A-0 | ||
| Special Category Spaces | (11A) | A-60 | A-15 | A-30 A-0 | A-15 | A-0 | A-30 | A-0 | A-0 | A-30 | A-0 | A-0 | ||
All stairways shall be of steel frame construction except where the Director may approve the use of other equivalent material, and shall be within enclosures formed of “A” Class divisions, except that—
a stairway connecting only 2 decks need not be enclosed on both decks provided the integrity of the deck is maintained by proper bulkheads or doors at one between-deck. When a stairway is closed at one between-deck space, the stairway enclosure shall have the same integrity standard as is required by Table 2 of regulation 71 for the deck which separates the between-deck spaces; and
stairways may be fitted in the open in a public space provided they lie wholly within such public space.
Every opening in a stairway enclosure shall be provided with a means of closure which shall be permanently attached thereto.
Every stairway enclosure shall have direct communication with the corridors and be of sufficient area to prevent congestion having regard to the number of persons likely to use them in an emergency. In so far as practicable, stairway enclosures shall not give direct access to cabins, service lockers or other enclosed spaces containing combustibles in which a fire is likely to originate.
Every lift trunk shall be so fitted as to prevent the passage of smoke and flame from one between-deck to another and shall be provided with means of closing so as to permit the control of draught and smoke.
Where an “A” Class division is pierced for the passage of electric cables, pipes, trunks, girders or beams or for other purposes, the arrangements shall be such that the effectiveness of the division in resisting fire is not thereby impaired except as provided in subregulation (7).
Where of necessity, a ventilation duct passes through a main vertical zone bulkhead, an automatic closing fire damper shall be fitted adjacent to the bulkhead. The damper shall also be capable of being manually closed from each side of the bulkhead. The operating position shall be readily accessible and be marked in red light-reflecting colour. The duct between the bulkhead and the damper shall be of steel or other equivalent material and, if necessary, be insulated to a standard such as to comply with subregulation (1). The damper shall be fitted with a visible indicator at each operating position showing whether the damper is in the open or shut position.
Except for hatches between special category spaces within a single horizontal zone or between cargo spaces or stores or baggage spaces, and between such spaces and the weather decks, all openings shall be provided with a permanently attached means of closing which shall be at least as effective for resisting fire as the division in which it is fitted.
Every door and door frame in an “A” Class division shall be constructed of steel or other equivalent material and the means of securing it when closed shall provide resistance to fire as well as to the passage of smoke and flame, as far as practicable, equivalent to that of the bulkheads in which the doors are situated: provided that a watertight door shall not be required to be insulated.
Any door in such a division shall be so constructed that it can be opened and closed by one person from either side of the division.
Every door, in a division constructed in compliance with regulations 69(1) and 72(1), except a watertight door or one which is normally locked, shall be self-closing and capable of closing against an adverse inclination of up to 3 1/2o. The speed of door closure shall be controlled so as to prevent undue danger to personnel. All such doors which are held in the open position shall be capable of release from a control station, either simultaneously or in groups, and also individually from a position at the door. The release mechanism shall be so designed that the door will automatically close in the event of disruption of the control system, except that this requirement shall not apply to approved watertight doors. Hold-back hooks, not subject to control station release, are not permitted.
Where a space is protected by an automatic sprinkler system complying with the provisions of Schedule 11 to the Merchant Shipping (Safety) (Fire Appliances) (Ships Built On or After 25 May 1980 but Before 1 September 1984) Regulations (Cap. 369 sub. leg. X) or fitted with a continuous “B” Class ceiling, the closing of openings in decks not forming steps in main vertical zones nor bounding horizontal zones shall be closed reasonably tight and such decks shall meet the “A” Class integrity requirements in so far as is, as regards a particular case, reasonable and practicable in the opinion of the Director. (E.R. 3 of 2022)
The requirements for “A” Class integrity of the outer boundaries of a ship shall not apply to glass partitions, windows and sidescuttles, subject to the requirements of regulation 76. The requirements for “A” Class integrity shall not apply to exterior doors in superstructures and deckhouses, except that doors opening onto lifeboat and liferaft handling and embarkation areas shall be of such construction as to protect these areas from a space having a potential fire hazard.
Where a “B” Class division is pierced for the passage of electric cables, pipes, trunks, girders, beams, or for other purposes, the arrangements shall be such that the effectiveness of the division in resisting fire is not thereby impaired except as provided in subregulation (5).
All doors and door frames in “B” Class divisions and means of securing them shall provide a method of closure which shall have resistance to fire as far as practicable equivalent to the division, except that ventilation openings may be permitted in the lower portion of such doors. Where such opening is in or under a door the total net area of any such opening or openings shall not exceed 0.05 square metre. When such opening is cut in a door it shall be fitted with a grill made of steel. Doors shall be non-combustible.
The requirements for “B” Class integrity of the outer boundaries of a ship shall not apply to glass partitions, windows and sidescuttles. Similarly, the requirements for “B” Class integrity shall not apply to exterior doors in superstructures and deckhouses.
A door which separates a cabin from an individual interior sanitary space, such as a shower space, may be constructed of combustible materials.
Where an automatic sprinkler system complying with the provisions of Schedule 11 to the Merchant Shipping (Safety) (Fire Appliances) (Ships Built On or After 25 May 1980 but Before 1 September 1984) Regulations (Cap. 369 sub. leg. X) is fitted— (E.R. 3 of 2022)
the closing of openings in decks need only meet the “B” Class integrity requirements in so far as is reasonable and practicable; and
openings in corridor bulkheads of “B” Class materials shall be protected in accordance with the provisions of regulation 70.
Wherever practicable the system of ducts leading from each ventilating fan shall be within one main vertical or horizontal zone.
Where ventilation systems penetrate decks, precautions shall be taken, in addition to those relating to the fire integrity of the decks required by regulation 73, to reduce the likelihood of smoke and hot gases passing from one between-deck space to another through the system. In addition to insulation requirements contained in this regulation, vertical ducts shall, if necessary, be insulated as required by Table 1 and Table 2 of regulation 71.
The main inlets of every air supply system and the main outlets of every air exhaust system shall be capable of being closed from external positions.
Ducts serving a stairway enclosure shall be taken from the fan room independently of other ducts in the ventilation system and shall not serve any other space.
All power ventilation of accommodation spaces, service spaces, control stations (except any alternative ventilation system which may be required under subregulation (6)) and machinery spaces shall be capable of being stopped from an easily accessible position outside the space being served. This position should not be so situated as to be cut off in the event of a fire in the spaces served. The means provided for stopping the power ventilation of the machinery spaces shall be entirely separate from the means provided for stopping the ventilation of other spaces.
There shall be provided for every control station situated below deck, other than a control station situated in the machinery space, means to ensure ventilation, visibility and freedom from smoke within it so that in the event of a fire in the ship, the equipment it contains may be operated effectively. Unless the control station is situated on, and has access to, an open deck or is provided with local closing arrangements equally effective to maintain ventilation, visibility and freedom from smoke in the event of a fire in the ship, there shall be provided at least 2 entirely separate means of supplying air to such control stations and the air inlets to these sources of supply shall be so situated that the risk of both drawing in smoke simultaneously is, as far as practicable, eliminated.
Except in cargo spaces, ventilation ducts shall be constructed of the following materials—
ducts not less than 0.075 square metre in sectional area and all vertical ducts serving more than a single between-deck space shall be constructed of steel or other equivalent material;
subject to the requirements of paragraph (c) and of subregulations (8) and (9), ducts of less than 0.075 square metre in sectional area shall be constructed of non-combustible materials. Where such ducts penetrate “A” Class or “B” Class division, due regard shall be given to ensuring the fire integrity of the division;
ducts, not in general exceeding 0.02 square metre in sectional area nor 2 metres in length, need not be non-combustible provided that the following conditions are satisfied— (E.R. 3 of 2022)
the duct is constructed of suitable material having regard to the risk of fire;
the duct is used only at the terminal end of the ventilation system; and
the duct is not located closer than 0.6 metre along its length to a penetration of an “A” Class or “B” Class division. (E.R. 3 of 2022)
Ducts provided for the ventilation of machinery spaces of Category A, galleys or car deck spaces shall not pass through accommodation spaces, service spaces or control stations unless either—
the ducts are constructed of steel having a thickness of at least 3 millimetres and 5 millimetres for ducts the widths or diameters of which are up to and including 300 millimetres and 760 millimetres and over respectively and, in the case of such ducts, the widths or diameters of which are between 300 millimetres and 760 millimetres having a thickness to be obtained by interpolation;
are suitably supported and stiffened;
are fitted with automatic fire dampers close to the boundaries penetrated; and
are insulated to “A-60” standard from the machinery space, galley or car deck space to a point at least 5 metres beyond each fire damper; or
the ducts are constructed, supported and stiffened in accordance with paragraph (a)(i) and (ii); and
are insulated to “A-60” standard throughout the accommodation spaces, service spaces or control stations,
except that penetrations of main zone bulkheads or decks shall comply with the requirements of regulation 73.
Ducts providing ventilation to accommodation spaces, service spaces or control stations shall not pass through machinery spaces of Category A, galleys or car deck spaces unless either—
the ducts where they pass through a machinery space of Category A, galley or car deck space are constructed, supported and stiffened in accordance with subregulation (8)(a)(i) and (ii);
automatic fire dampers are fitted close to the boundaries penetrated; and
the integrity of the machinery space, galley or car deck space boundaries is maintained at the penetrations; or
the ducts where they pass through a machinery space of Category A, galley or car deck space are constructed of steel in accordance with subregulation (8)(a)(i) and (ii); and
are insulated to “A-60” standard within the machinery space, galley or car deck space,
except that penetrations of main zone bulkheads and decks shall comply with regulation 73.
Exhaust ducts from galley ranges, where they pass through accommodation spaces containing combustible materials, shall be constructed of “A” Class divisions. Every exhaust duct shall be fitted with—
a grease trap readily removable for cleaning;
a fire damper located in the duct at the boundary of the galley;
arrangements, operable from within the galley, for shutting off the exhaust fan; and
a fixed means of extinguishing a fire within the duct.
Where a ventilation duct of sectional area exceeding 0.02 square metre passes through an “A” Class bulkhead or deck, the opening in the bulkhead or deck shall be lined with a steel sheet sleeve unless the duct, where it passes through the bulkhead or deck, is constructed of steel. At the penetration the sleeve or duct shall comply with the following specification—
the duct or sleeve shall have a thickness of at least 3 millimetres over a length of 900 millimetres. When passing through bulkheads this length shall if possible be divided into 450 millimetres on each side of the bulkhead. The duct or sleeve shall be insulated so as to maintain the standard of fire integrity of the deck or bulkhead; and
every duct shall be fitted with a fire damper unless the Director determines otherwise. In every duct of sectional area exceeding 0.075 square metre, the fire damper shall operate automatically but it shall also be capable of being closed manually from each side of the bulkhead or deck. The operating position shall be readily accessible and be marked in red light-reflecting colour. The damper shall be fitted with a visible indicator showing whether the damper is in the open or shut position. Fire dampers are not required, however, where ducts pass through spaces surrounded by “A” Class divisions without serving those spaces, provided those ducts have the same fire integrity and insulation value as the bulkheads which they pierce.
Where a ventilation duct of sectional area exceeding 0.02 square metre passes through a “B” Class bulkhead, the opening shall be lined with a steel sleeve of 900 millimetres in length unless the duct, where it passes through the bulkhead, is constructed of steel. This length shall be divided, if possible, into 450 millimetres on each side of the bulkhead.
All windows and sidescuttles in bulkheads within accommodation and service spaces and control stations other than those to which the provisions of regulations 73(8) and 74(3) apply, shall be constructed so as to preserve the integrity requirements of the type of bulkheads in which they are fitted.
Notwithstanding the requirements of the Tables at the end of regulation 71—
all windows and sidescuttles in bulkheads separating accommodation and service spaces and control stations from weather shall be constructed with frames of steel or other suitable material. The glass shall be retained by a metal glazing bead or angle; and
the fire integrity of windows facing opening or enclosed lifeboat and liferaft embarkation areas and of windows situated below such areas in such a position that their failure during a fire would impede the launching of, or embarkation into, lifeboats or liferafts shall be such that any potential fire hazard is kept to a minimum.
Within accommodation spaces, service spaces and control stations the following provisions shall apply—
the following surfaces shall be such that a Class 1 or 2 surface spread of flame will not be exceeded— (E.R. 3 of 2022)
exposed surfaces in corridor, stairway enclosures, bulkheads, wall and ceiling linings; and
concealed or inaccessible spaces;
the total volume of combustible facings, mouldings, decorations and veneers shall not exceed a volume equivalent to 2.5 millimetres of veneer on the combined area of walls and ceilings. In the case of ships fitted with an automatic sprinkler system complying with the provisions of Schedule 11 to the Merchant Shipping (Safety) (Fire Appliances) (Ships Built On or After 25 May 1980 but Before 1 September 1984) Regulations (Cap. 369 sub. leg. X), the above volume may include some combustible material used for the erection of “C” Class divisions;
veneers used on surfaces and linings to which subregulation (1)(a) applies shall not have a gross calorific potential exceeding 45 megajoules per square metre of surface area for the thickness used as measured in accordance with International Standard ISO 1716-1973(E);
furniture in the corridors and stairway enclosures shall be kept to a minimum;
primary deck coverings, if applied, shall be of approved material which will not readily ignite or give rise to toxic or explosive hazards at elevated temperatures;
waste-paper receptacles shall be constructed of non-combustible materials and with solid sides and bottoms. (E.R. 3 of 2022)
Within accommodation spaces, service spaces, control stations and machinery spaces the following requirements should be complied with—
all ceilings, linings, draught stops and insulating materials shall be of non-combustible materials except in respect of—
mail rooms and baggage rooms;
materials used to insulate refrigerated compartments;
materials used to insulate valves associated with hot and cold service systems if their exposed surfaces are such that a Class 1 or 2 surface spread of flame will not be exceeded;
vapour barriers and adhesives used in conjunction with insulating materials if their exposed surfaces are such that a Class 1 or 2 surface spread of flame will not be exceeded; and
paints, varnishes and other finishes used on exposed interior surfaces shall not be capable of producing excessive quantities of smoke and toxic products.
The following provisions shall apply to all parts of any ship to which this Part applies—
any pipe which penetrates an “A” Class or “B” Class division shall be of suitable material and having regard to the temperature such divisions are required to withstand;
pipes intended for oil or other flammable liquids shall be of suitable material having regard to the risk of fire; and
overboard scuppers, sanitary discharges or other outlets close to or below the waterline shall not be of a material likely to fail in the event of fire and thereby give rise to a danger of flooding.
The following provisions shall apply to the accommodation and service spaces, control stations, corridors and stairways of any ship to which this Part applies—
every air space enclosed behind a ceiling, panel or lining shall be divided by close-fitting draught-stops, which shall be spaced not more than 14 metres apart and which shall be closed at each deck; and
every ceiling panel and lining shall be so constructed as to enable a fire patrol to detect any smoke originating in a concealed or inaccessible space without impairing the efficiency of the fire protection of the ship. The Director may exempt any ship from the requirements of this regulation if he is satisfied that there is no risk of fire originating in such a space.
In every ship to which this Part applies there shall be installed throughout each separate zone, whether vertical or horizontal, in all accommodation and service spaces and in control stations either—
an automatic sprinkler and fire alarm and fire detection system complying with the requirements specified in Schedule 11 to the Merchant Shipping (Safety) (Fire Appliances) (Ships Built On or After 25 May 1980 but Before 1 September 1984) Regulations (Cap. 369 sub. leg. X) and so arranged to protect all such spaces in the ship; or
an automatic fire alarm and fire detection system complying with the requirements specified in Schedule 12 to the Merchant Shipping (Safety) (Fire Appliances) (Ships Built On or After 25 May 1980 but Before 1 September 1984) Regulations (Cap. 369 sub. leg. X) and so arranged to detect the presence or the signs of a fire and its location in any such spaces. (E.R. 3 of 2022)
The Director may exempt any ship from the requirements of this regulation in so far as they apply to—
any space which he is satisfied affords no substantial fire risk; or
any control station.
The following provisions shall apply to special category spaces, whether above or below the bulkhead deck, of any ship to which this Part applies—
when normal main vertical zoning is not practicable in special category spaces, equivalent protection shall be obtained in such spaces by horizontal zoning and the provision of an efficient fixed fire-extinguishing system. A horizontal zone for the purpose of this regulation may include special category spaces on more than one deck provided that the overall height of the zone does not exceed 10 metres; and
all the requirements of regulations 73 and 75 as regards maintaining the integrity of vertical zones shall apply to decks and bulkheads forming the boundaries separating horizontal zones from each other and from the remainder of the ship;
Structural protection
boundary bulkheads of special category spaces shall be insulated as required for Category (11A) spaces in Table 1 and the horizontal boundaries as required for Category (11A) spaces in Table 2 of regulation 71;
indicators shall be provided on the navigating bridge which shall indicate when any access fire door in the boundary of a special category space is closed;
Fixed fire-extinguishing system
every special category space shall be fitted with a manually operated fixed pressure water-spraying system which complies with the requirements specified in Schedule 8 to the Merchant Shipping (Safety) (Fire Appliances) (Ships Built On or After 25 May 1980 but Before 1 September 1984) Regulations (Cap. 369 sub. leg. X). The Director may permit any other fixed fire-extinguishing system which he is satisfied is equally effective by full-scale test in conditions simulating a flowing petrol fire in a special category space; (E.R. 3 of 2022)
Patrols and detection
an automatic fire alarm and fire detection system of an approved type shall be provided unless an efficient continuous patrol system is maintained;
manual fire alarms shall be provided throughout the special category spaces and one shall be placed close to each exit from such spaces; and
Ventilation system
every special category space shall be provided with a ventilation system capable of changing the atmosphere within such spaces at least 10 times per hour based upon the gross volume of the space. The ventilation system shall be arranged to prevent stratification of the atmosphere and the formation of gas pockets in such spaces. The ventilation system shall be separate from any other ventilation system and the master shall ensure that it shall be operated at all times when vehicles are in such spaces. Any loss or reduction of the ventilation system capacity shall be indicated on the navigating bridge. The outlet from any exhaust ventilation duct shall be sited in a safe position having regard to possible sources of ignition.
Additional requirements applicable only to special category spaces above the bulkhead deck
The following provisions shall apply additionally to those in subregulation (1) to special category spaces above the bulkhead deck of any ship to which this Part applies—
Scuppers
to ensure the clearance of water accumulating on the deck or decks consequent on the operation of the fixed pressure water-spraying system, scuppers shall be fitted so as to ensure that such water is rapidly discharged directly overboard; and
Precautions against ignition of flammable vapours
electrical equipment, wiring and other equipment capable of igniting flammable vapours shall not be installed less than 450 millimetres above any deck on which vapours may accumulate: Provided that electrical equipment and wiring may be installed below such level and within the ventilation trunks, if it is essential for the safe operation of the ship, provided that the equipment is of a type suitable for use in an explosive petrol vapour and air mixture. Electrical equipment installed more than 450 millimetres above any deck on which vapours may accumulate shall be enclosed and protected to prevent discharge of sparks.
Additional requirements applicable only to special category spaces below the bulkhead deck
The following provisions shall apply in addition to subregulation (1) as regards special category spaces below the bulkhead deck of any ship to which this Part applies—
Bilge pumping and drainage
adequate bilge pumping and drainage facilities shall be provided to ensure the clearance of water from the deck or tank top following the operation of the fixed pressure water-spraying system. Where the capacity of the bilge pumps is insufficient to ensure the clearance of the water, additional bilge pumping capacity shall be provided; and
Precautions against ignition of flammable vapours
electrical equipment and wiring within such spaces and in ventilation trunks serving such spaces shall be of a type suitable for use in an explosive petrol vapour and air mixture. Other equipment which may constitute a source of ignition of flammable vapours shall not be fitted.
In every ship to which this Part applies, the following provisions shall apply to any cargo space, other than special category spaces, containing motor vehicles with fuel in their tanks for their own propulsion—
Fire detection
an automatic fire alarm and fire detection system complying with the requirements specified in Schedule 12 to the Merchant Shipping (Safety) (Fire Appliances) (Ships Built On or After 25 May 1980 but Before 1 September 1984) Regulations (Cap. 369 sub. leg. X) shall be provided; (E.R. 3 of 2022)
Fire-extinguishing arrangements
a fixed fire-extinguishing system complying with the requirements specified in Schedule 9 to the Merchant Shipping (Safety) (Fire Appliances) (Ships Built On or After 25 May 1980 but Before 1 September 1984) Regulations (Cap. 369 sub. leg. X) shall be provided; (E.R. 3 of 2022)
Ventilation system
every such space shall be provided with a ventilation system capable of changing the atmosphere within such spaces at least 6 times per hour based upon the gross volume of the space. The ventilation system shall be arranged to prevent stratification of the atmosphere and the formation of gas pockets in such spaces. The ventilating system shall be separate from any other ventilation system and the master shall ensure that it shall be operated at all times when vehicles are in such spaces. Any loss or reduction of the ventilation system capacity shall be indicated on the navigating bridge. The outlet from any exhaust ventilation duct shall be sited in a safe position having regard to possible sources of ignition; and
Precautions against ignition of flammable vapours
electrical equipment and wiring within such spaces and their exhaust ventilation trunks shall be of a type suitable for use in an explosive petrol vapour and air mixture. Other equipment which may constitute a source of ignition of flammable vapours shall not be fitted.
The following provisions shall apply to machinery spaces of any ship to which this Part applies—
the number of openings to machinery spaces shall be the minimum compatible with the proper working of the ship;
the skylights to machinery spaces of Category A shall be constructed of steel and their flaps shall be capable of being closed and opened from a suitable position outside the space in the event of fire;
suitable arrangements shall be made to permit the release of smoke in the event of fire;
windows shall not be fitted in machinery space casings;
doors in the boundaries of machinery spaces of Category A, other than watertight doors, shall be arranged so that the closure of the door will be assured in the event of fire in the space. The doors shall be provided with closing arrangements which either comply with regulation 73(6) or are provided with power operated closing arrangements operable from a location outside the machinery spaces where they will be accessible in the event of a fire;
means shall be provided, at a location outside the machinery spaces where they will be accessible in the event of fire, for stopping ventilation fans serving such spaces, forced draught fans, induced draught fans, oil fuel transfer and pressure pumps and other oil fuel pumps;
means shall be provided, at a location outside the machinery spaces where they will be accessible in the event of a fire, for closing all machinery space ventilators, annular spaces around funnels and other openings to such spaces; and
any machinery space of Category A which is accessible from an adjacent shaft tunnel shall be provided with a light-weight steel fire-screen door in addition to any watertight door. The fire-screen door shall be operable from each side and shall be located at the shaft tunnel side of the bulkhead.
Subject to the following paragraphs, this Part applies to existing passenger ships of Class I, Class II or Class II(A) carrying more than 36 passengers—
ships, the keels of which were laid or which were at a similar stage of construction before 19 November 1952 shall comply with the provisions of regulations 86A to 101B;
ships, the keels of which were laid or which were at a similar stage of construction on or after 19 November 1952 but before 26 May 1965, shall comply with the provisions of the Merchant Shipping (Construction) Rules 1952 (S.I. 1952/1948 U.K.) as though those rules had not been revoked, relating to fire safety measures and shall comply with the provisions of regulations 86A, 89(2), (2A), (2B), (2C), (3) and (4), 92(2) and (3), 95A, 96, 98(2), 99, 101, 101A and 101B;
ships, the keels of which were laid on or after 26 May 1965 but before 25 May 1980, shall, unless they comply with regulations 51 to 66, comply with the provisions of the Merchant Shipping (Passenger Ship Construction) Rules 1965 (S.I. 1965/1103 U.K.) as though those rules had not been revoked, relating to fire safety measures and shall also comply with the provisions of regulations 43, 86A, 89(2), (2A), (2B), (2C), (3) and (4), 92(2) and (3), 95A, 97(3) and (4), 101A and 101B.
Every ship to which this Part applies shall comply with the provisions of Part V not later than 1 October 2010.
The structure of the ship shall be of steel or other suitable material in compliance with rule 45(1) of the Merchant Shipping (Construction) Rules 1952 (S.I. 1952/1948 U.K.), except that isolated deckhouses containing no accommodation and decks exposed to the weather may be of wood if structural fire protection measures are taken to the satisfaction of the Director.
The ship shall be subdivided by “A” Class divisions into main vertical zones in compliance with rule 45(2) and (3) of the Merchant Shipping (Construction) Rules 1952 (S.I. 1952/1948 U.K.). Such divisions shall have as far as practicable adequate insulating value, having regard to the nature of the adjacent spaces as provided for in rule 44(1) of those rules.
The ship shall comply substantially with rule 46 of the Merchant Shipping (Construction) Rules 1952 (S.I. 1952/1948 U.K.).
Fire doors shall be of steel.
Hinged fire doors in stairway enclosures, main vertical zone bulkheads and galley boundaries which are normally kept open shall be self-closing and be capable of release from a central control station and from a position at the door not later than 1 October 1997. (L.N. 414 of 1995)
All fire doors, other than hinged fire doors, in stairway enclosures, main vertical zone bulkheads and galley boundaries which are normally kept open shall be capable of release from a central control station and from a position at the door not later than 1 October 2000. (L.N. 414 of 1995)
A panel shall be placed in a continuously manned central control station, not later than 1 October 1997, to indicate whether the fire doors on stairway enclosures, main vertical zone bulkheads and galley boundaries are closed. (L.N. 414 of 1995)
In the case of ventilation trunks and ducts having a cross-sectional area of 0.02 square metre or more which pass through main zone divisions, the following provisions shall apply—
for trunks and ducts having cross-sectional areas between 0.02 square metre and 0.075 square metre inclusive, fire dampers shall be of a fail-safe automatic closing type, or such trunks and ducts shall be insulated for at least 457 millimetres on each side of the division to meet the applicable bulkhead requirements; and
for trunks and ducts having a cross-sectional area exceeding 0.075 square metre, fire dampers shall be of the fail-safe automatic closing type.
Exhaust ducts from galley ranges where grease or fat is likely to accumulate and which pass through accommodation spaces or spaces containing combustible materials shall comply with the following requirements not later than 1 October 1997—
such ducts shall be constructed of “A” Class divisions; and
each duct shall be fitted with—
a grease trap readily removable for cleaning, unless an alternative grease removal process is fitted;
a fire damper located in the lower end of the duct;
arrangements operable from within the galley for shutting off the exhaust fans;
fixed means for extinguishing a fire within the duct; and
suitably located hatches for inspection and cleaning. (L.N. 414 of 1995)
The ship shall comply with rule 47 of the Merchant Shipping (Construction) Rules 1952 (S.I. 1952/1948 U.K.).
The accommodation spaces and service spaces in every ship to which this Part applies shall be constructed in accordance with any one of the following methods of fire protection, or a combination thereof—
Method I: The construction in the accommodation spaces and service spaces of a system of internal bulkheading consisting of “B” Class divisions, together with an automatic fire alarm and fire detection system in these spaces;
Method II: The fitting of an automatic sprinkler, fire detection and fire alarm system in the accommodation spaces and service spaces;
Method III: The subdivision of the accommodation spaces and service spaces by “A” Class and “B” Class divisions, together with the fitting of an automatic fire alarm and fire detection system in all accommodation spaces and service spaces and a restriction of the provision of combustible material in these spaces.
Each accommodation space and service space in a ship shall comply with all the provisions stipulated in any one of the following paragraphs as appropriate—
A ship shall be accepted for the purpose of Method I if a network of non-combustible “B” Class divisions is provided in substantial compliance with rule 57(1) of the Merchant Shipping (Construction) Rules 1952 (S.I. 1952/1948 U.K.) together with maximum use of non-combustible material in compliance with rule 60(1) of those rules.
A ship shall be accepted for the purposes of Method II if—
an automatic sprinkler, fire alarm and fire detection system is provided in substantial compliance with rule 59 of, and the Sixth Schedule to, the Merchant Shipping (Construction) Rules 1952 (S.I. 1952/1948 U.K.); and
the use of combustible materials of all kinds is reduced as far as is reasonable and practicable.
A ship shall be accepted for the purposes of Method III if a network of “A” and “B” Class divisions is fitted from deck to deck in substantial compliance with rule 57(2) of the Merchant Shipping (Construction) Rules 1952 (S.I. 1952/1948 U.K.), together with an automatic fire alarm and fire detection system in substantial compliance with rule 58 of those rules. The use of combustible and highly flammable materials shall be restricted as prescribed in rule 60(2) of those rules. Departure from the requirements of rule 60(2) of those rules may be permitted by the Director if a fire patrol is provided at intervals not exceeding 20 minutes.
A ship shall be accepted for the purposes of Method III if—
additional “A” Class divisions are provided within the accommodation spaces in order to reduce in those spaces the mean length of the main vertical zones to about 20 metres; and
an automatic fire alarm and fire detection system is provided in substantial compliance with rule 58 of the Merchant Shipping (Construction) Rules 1952 (S.I. 1952/1948 U.K.); and
all exposed surfaces, and their coatings, of corridor and cabin bulkheads in accommodation spaces have surfaces of low flame spread; and
the use of combustible materials is restricted as prescribed in rule 60(2) of the Merchant Shipping (Construction) Rules 1952 (S.I. 1952/1948 U.K.). Departure from the requirements of rule 60(2) of those rules may be permitted if a fire patrol is provided at intervals not exceeding 20 minutes; and
additional non-combustible “B” Class divisions are fitted from deck to deck to form a network of bulkheads within which the area of any compartment, except public spaces, does not in general exceed 300 square metres.
The stairways shall comply with rule 48 of the Merchant Shipping (Construction) Rules 1952 (S.I. 1952/1948 U.K.) except that, in exceptional cases, the Director may permit— (L.N. 414 of 1995)
the use of non-combustible “B” Class divisions and doors instead of “A” Class divisions and doors for stairway enclosures; and
the retention of a wooden stairway if it is sprinkler-protected and satisfactorily enclosed.
Notwithstanding the generality of subregulation (1), all stairways in accommodation spaces and service spaces shall comply with the requirements of regulation 56(1) not later than 1 October 2000. (L.N. 414 of 1995)
All stairway enclosures shall comply with the following requirements not later than 1 October 1997—
only public toilets, lifts, lockers of non-combustible materials providing storage of safety equipment and open information counters may be located within the stairway enclosure boundaries;
other existing spaces within the stairway enclosure shall be— (E.R. 3 of 2022)
emptied, permanently closed and disconnected from the electrical system; or
separated from the stairway enclosure by the provision of “A” Class divisions in accordance with regulation 55;
the spaces described in subparagraph (ii) may have direct access to stairway enclosures by the provision of “A” Class doors in accordance with regulation 55, and subject to a sprinkler system being provided in these spaces. However, cabins shall not directly open into the stairway enclosure;
spaces other than public spaces, corridors, public toilets, special category spaces, other stairways required by regulation 128(2)(c), open deck spaces and spaces covered by paragraph (a)(ii) are not permitted to have direct access to stairway enclosures;
existing machinery spaces of category (10) described in regulation 55(3)(b) and existing back offices for information counters which open directly into the stairway enclosure may be retained, provided that they are protected by smoke detectors and that back offices for information counters contain only furniture of restricted fire risk;
furniture in stairway enclosures shall be limited to seating. It shall be fixed, limited to six seats on each deck in each stairway enclosure, be of restricted fire risk, and shall not restrict the passenger escape route. The Director may permit additional seating in the main reception area within stairway enclosures, if it is fixed, non-combustible, and does not restrict the passenger escape route. Furniture shall not be permitted in passenger and crew corridors forming escape routes in cabin areas. In addition to the above, lockers of non-combustible material, providing storage for safety equipment required by regulations, may be permitted. (L.N. 414 of 1995; E.R. 3 of 2022)
The ship shall comply with rule 49 of the Merchant Shipping (Construction) Rules 1952 (S.I. 1952/1948 U.K.).
The ship shall comply with rule 50 of the Merchant Shipping (Construction) Rules 1952 (S.I. 1952/1948 U.K.) except that, in cases where the disposition or construction of control stations is such as to preclude full compliance, such as timber construction of the wheelhouse, the Director may permit the use of free-standing non-combustible “B” Class divisions to protect the boundaries of such control stations. In such cases, where spaces immediately below such control stations constitute a significant fire hazard, the deck between shall be fully insulated as an “A” Class division.
The ship shall comply with rule 51 of the Merchant Shipping (Construction) Rules 1952 (S.I. 1952/1948 U.K.).
Every special category space and every cargo space intended for the carriage of motor vehicles with fuel in their tanks for their own propulsion shall comply with the requirements of regulations 6, 10, 87 and 88 of the Merchant Shipping (Safety) (Fire Protection) (Ships Built On or After 1 September 1984) Regulations (Cap. 369 sub. leg. Y) not later than 1 October 2000.
Skylights of engine and boiler spaces shall be capable of being closed from outside such spaces.
All power ventilation, except cargo and machinery space ventilation, shall be fitted with master controls so located outside the machinery space and in readily accessible positions that it shall not be necessary to go to more than 3 stations in order to stop all the ventilation fans to spaces other than machinery and cargo spaces. Machinery space ventilation shall be provided with a master control operable from a position outside the machinery space.
Efficient insulation shall be provided for exhaust ducts from galley ranges where the ducts pass through accommodation spaces.
Fail-safe automatic closing fire dampers with manual operation from within the enclosure shall, not later than 1 October 2000, be fitted to all ventilation ducts serving both accommodation spaces and service spaces and stairway enclosures where they pierce such enclosures. (L.N. 414 of 1995)
Ventilation ducts passing through a main vertical zone bulkhead without serving spaces on both sides or passing through a stairway enclosure without serving that enclosure shall, not later than 1 October 2000, be fitted with fire dampers unless the ducts are constructed and insulated to “A-60” standard and have no openings within the stairway enclosure or in the trunk on the side which is not directly served. (L.N. 414 of 1995)
The ship shall comply with rule 54(1) and (2) of the Merchant Shipping (Construction) Rules 1952 (S.I. 1952/1948 U.K.), except that in rule 54(1), 20 metres shall be substituted for 13.73 metres.
Fuel pumps shall be fitted with remote controls situated outside the space concerned so that they may be stopped in the event of a fire arising in the space in which they are located.
Cellulose-nitrate based film shall not be used in cinematograph installations on board ship.
Plans shall be provided in compliance with rule 43 of the Merchant Shipping (Construction) Rules 1952 (S.I. 1952/1948 U.K.).
There shall be provided in a position above the bulkhead deck not forward of the collision bulkhead outside the machinery casings a self-contained emergency source of electrical power capable of operating simultaneously for a period of 36 hours, or for such shorter period as the Director may permit, in the case of any ship regularly engaged on voyages of short duration—
the ship’s emergency bilge pump, if it is electrically operated;
the ship’s watertight doors, if they are electrically operated;
the ship’s emergency lights at every boat station on deck and overside, in all alleyways, stairways and exits, in the machinery space, in the control stations where radio, main navigating and central fire recording equipments are situated, and in the place where the emergency generator, if any, is situated;
the ship’s navigation lights, if operated solely by electric power; and
all communication equipment and signals which may be required in an emergency, if they are electrically operated from the ship’s main generating sets.
The emergency source of electrical power may be either an accumulator battery capable of complying with subregulation (1) without being recharged or suffering an excessive voltage drop, or a generator driven by a compression ignition engine with an independent fuel supply and with efficient starting arrangements. The fuel provided for such engine shall have a flashpoint of not less than 43oC.
The emergency source of electrical power shall be so arranged that it will operate efficiently when the ship is listed 22 1/2o and when the trim of the ship is 10o from an even keel.
If the emergency source of electrical power is an accumulator battery, the arrangements shall be such that the ship’s emergency lighting system will come into operation automatically in the event of the failure of the main source of power for the ship’s main lighting system.
If the emergency source of electrical power is a generator, an accumulator battery shall be provided as a temporary source of electrical power, so arranged as to come into operation automatically in the event of a failure of the main or emergency source of electrical power, and of sufficient capacity—
to operate the ship’s emergency lighting system continuously for 1/2 hour; and
while such lighting system is in operation, to close the ship’s watertight doors if they are electrically operated, but not necessarily to close all of such doors simultaneously.
Means shall be provided by which the automatic arrangements referred to in this subregulation can be tested. (E.R. 3 of 2022)
All accommodation and service spaces, stairway enclosures and corridors shall be equipped with—
a smoke detection and alarm system of an approved type and complying with Schedule 11 to the Merchant Shipping (Safety) (Fire Protection) (Ships Built On or After 1 September 1984) Regulations (Cap. 369 sub. leg. Y) not later than 1 October 1997; provided that such a system need not be fitted in private bathrooms, and spaces having little or no fire risk such as voids and similar spaces; and
an automatic sprinkler, fire alarm and fire detection system complying with the requirements of Schedule 7 to the Merchant Shipping (Safety) (Fire Protection) (Ships Built On or After 1 September 1984) Regulations (Cap. 369 sub. leg. Y) or the guidelines developed by the International Maritime Organization for an approved equivalent sprinkler system not later than 1 October 1997; provided that the automatic sprinkler need not be fitted in private bathrooms, and spaces having little or no fire risk such as voids and similar spaces. (E.R. 3 of 2022)
For the purposes of subregulation (1)—
detectors operated by heat instead of smoke in a system described in that subregulation shall be installed in galleys; and
detectors operated by smoke and connected to a system described in that subregulation shall also be fitted above ceiling in stairways and corridors the ceilings of which are of combustible construction.
Subject to subregulation (2), every ship shall, when undergoing repairs, alterations or modifications, or outfitting related thereto, comply with the following requirements—
the following surfaces shall be such that a Class 1 surface spread of flame will not be exceeded— (E.R. 3 of 2022)
exposed surfaces in corridors and stairway enclosures; and
surfaces of the following within all accommodation spaces, service spaces and control stations—
bulkheads, wall and ceiling lining; and
concealed or inaccessible spaces;
within accommodation spaces, service spaces, control stations and machinery spaces, all ceilings, linings, draught stops and insulating materials shall be of non-combustible materials except in respect of— (E.R. 3 of 2022)
mail rooms and baggage rooms;
materials used to insulate refrigerated compartments;
materials used to insulate valves associated with hot and cold service systems provided that their exposed surfaces are such that a Class 1 surface spread of flame will not be exceeded; and
vapour barriers and adhesives used in conjunction with insulating materials, if their exposed surfaces are such that a Class 1 surface spread of flame will not be exceeded;
in spaces where penetration of oil products is possible, the exposed surface of insulation shall be impervious to oil or oil vapours;
within accommodation spaces, service spaces and control stations— (E.R. 3 of 2022)
electric space heaters shall be fixed in position and shall be so constructed as to reduce risk of fire to a minimum, and no such heater shall be fitted with an element so exposed that clothing, curtains or similar materials can be scorched or set on fire by heat from the element; and
cellulose-nitrate film shall not be used for cinematograph installations.
Where any ship undergoes repairs, alterations or modifications, or outfitting related thereto, which involves the replacement of materials of 50 tonnes or above, other than that required by regulation 56(3A), 57(6A), (6B), (6C) or (9), 59(13) or (14), 63(1A), 64(1)(f), 65(e), 89(2A), (2B), (2C) or (4), 92(2) or (3), 95A, 97(3) or (4), 101A, 128(5A) or 131(3), the ship shall comply in all respects with the provisions of the Merchant Shipping (Safety) (Fire Protection) (Ships Built On or After 1 September 1984) Regulations (Cap. 369 sub. leg. Y) to the same extent and in the same manner as if the ship were a ship constructed on or after 1 October 1994, and the provisions of these regulations shall cease to apply to the ship.
This Part applies to existing ships of Classes I, II and II(A) and to new passenger ships other than Hong Kong ships of Class I or II carrying not more than 36 passengers.
Every ship to which this Part applies shall comply with rules 48 to 51 inclusive, rules 58, 59(1), 60, 61, 63(1)(a) to (d) and 63(2)(c) to (g) of the Merchant Shipping (Passenger Ship Construction) Rules 1965 (S.I. 1965/1103 U.K.). Where insulated “A” Class divisions are required by those rules, the Director may permit smaller amounts of insulation to be fitted than are required by rule 50(1) of those rules.
In every ship to which this Part applies the following additional provisions shall apply—
all stairways and means of escape in accommodation and service spaces shall be of steel or other equivalent material;
power ventilation of a machinery space shall be capable of being stopped from an easily accessible position outside the space;
except where all bulkheads in accommodation spaces conform with the requirements of rules 53(1) and 54(1) of the Merchant Shipping (Passenger Ship Construction) Rules 1965 (S.I. 1965/1103 U.K.), such ships shall be provided with an automatic fire alarm and fire detection system conforming with rule 55 of those rules, and in accommodation spaces the corridor bulkheads shall be of steel or shall be non-combustible “B” Class divisions.
This Part applies to every new passenger ship to which these regulations apply.
In every ship to which this Part applies the machinery, boilers and other pressure vessels shall be of a design and construction adequate for the service for which they are intended and shall be so installed and protected as to minimise any danger to persons on board. Without prejudice to the generality of the foregoing, means shall be provided which shall prevent overpressure in any part of such machinery, boilers and other pressure vessels, and in particular every boiler and every unfired steam generator shall be provided with not less than 2 safety valves:
Provided that the Director may, having regard to the output or any other features of any boiler or unfired steam generator, permit only one safety valve to be fitted if he is satisfied that adequate protection against overpressure is thereby provided.
In every ship to which these regulations apply every boiler or other pressure vessel and its respective mountings shall, before being put into service for the first time, be subjected to a hydraulic test to a pressure suitably in excess of the working pressure which will ensure that the boiler or other pressure vessel and its mountings are adequate in strength and design for the intended service, having regard to—
the design and material of which it is constructed;
the purpose for which it is intended to be used; and
the working conditions under which it is intended to be used,
and every such boiler or other pressure vessel shall at any time thereafter be capable of withstanding such a test.
Provision shall be made which will facilitate the cleaning and inspection of every pressure vessel.
In every ship to which these regulations apply the main and auxiliary machinery necessary for the propulsion and safety of the ship shall be provided with effective means of control, and the machinery shall be capable of being brought into operation when initially no power is available in the ship.
In every such ship, where risk from over-speeding of machinery exists, means shall be provided to ensure that the safe speed is not exceeded, and in particular a governor shall be provided for any turbine or set of turbines which drives a single gear wheel forming part of the main propelling machinery so as to shut off the steam automatically in the event of overspeed. A hand trip gear shall also be provided for that purpose.
In every such ship means shall be provided which will shut off automatically the steam from any ahead turbine and any other machinery served by the same lubricating oil system as the turbine in the event of any failure of that system.
In every such ship where main or auxiliary machinery or any parts of such machinery are subject to internal pressure those parts shall, before being put into service for the first time, be subjected to a hydraulic test to a pressure suitably in excess of the working pressure having regard to—
the design and the material of which they are constructed;
the purpose for which they are intended to be used; and
the working conditions under which they are intended to be used,
and such parts shall at any time thereafter be capable of withstanding such a test.
Every ship to which these regulations apply shall have sufficient power for going astern to secure proper control of the ship in all normal circumstances.
The ability of the machinery to reverse the direction of thrust of the propeller in sufficient time, under normal manoeuvring conditions, and so to bring the ship to rest from maximum ahead service speed shall be demonstrated.
In every ship to which these regulations apply every shaft shall be so designed and constructed that it will withstand the maximum working stresses to which it may be subjected, with a factor of safety which is adequate having regard to—
the material of which it is constructed;
the service for which it is intended; and
the type of engines by which it is driven or of which it forms a part.
In every ship to which these regulations apply every boiler fitted shall be provided with not less than 2 efficient and separate feed systems so arranged that either of such systems may be opened up for inspection or overhaul without affecting the efficiency of the other. Means shall be provided which will prevent overpressure in any part of the systems.
In every such ship in which boilers are fitted there shall be provided not less than 2 feed pumps and when the boilers are operating under full load conditions, there shall be at least 1 feed pump available for stand-by duties.
In every such ship in which boilers are fitted provision shall be made to ensure that a supply of suitable reserve feed water is available, having regard to the nature and intended duration of the voyage.
If it is possible for oil to enter the feed water system in any such ship, the arrangements for supplying boiler feed water shall provide for the interception of oil in the feed water.
Every feed check valve, fitting or pipe through which feed water passes from a pump to the boilers in any such ship shall be designed and constructed to withstand the maximum working stresses to which it may be subjected, with a factor of safety which is adequate having regard to the material of which it is constructed and the working conditions under which it will be used. Every such valve, fitting or pipe shall, before being put into service for the first time, be subjected to a hydraulic test suitably in excess of the maximum working pressure of the boiler to which it is connected or of the maximum working pressure to which the feed line may be subjected, whichever shall be the greater, and shall at any time thereafter be capable of withstanding such a test.
In every such ship where oil fired water tube boilers are fitted, an automatic boiler water low level alarm and an automatic boiler water low level shut off valve in the fuel supply pipe to the furnace fronts shall be provided.
In every ship to which these regulations apply every steam pipe and fitting connected thereto through which steam may pass shall be so designed and constructed as to withstand the maximum working stresses to which it may be subjected with a factor of safety which is adequate having regard to—
the material of which it is constructed; and
the working conditions under which it will be used.
Without prejudice to the generality of the foregoing, every such steam pipe or fitting shall, before being put into service for the first time, be subjected to a test to a hydraulic pressure to be determined having regard to the requirements of subregulation (1)(a) and (b) but in no case to less than twice the working pressure to which it may be subjected and shall at any time thereafter be capable of withstanding such a test.
Steam pipes shall be adequately supported.
Provision shall be made which will avoid excessive stress likely to lead to the failure of any such steam pipe or fitting, whether by reason of variation in temperature, vibration or otherwise.
Efficient means shall be provided for draining every such steam pipe so as to ensure that the interior of the pipe is kept free of water and that water hammer action will not occur under any conditions likely to arise in the course of the intended service of the ship.
If in any ship to which these regulations apply a steam pipe may receive steam from any source at a higher pressure than it can withstand with an adequate factor of safety, an efficient reducing valve, relief valve and pressure gauge shall be fitted to such pipe.
In every ship to which these regulations apply, being a ship in which machinery essential for the propulsion and safety of the ship or of persons on board is required to be started, operated or controlled solely by compressed air, there shall be provided at least 2 independently driven air compressors each of which shall be of efficient design and of sufficient strength and capacity for the service for which it is intended.
Every ship to which these regulations apply, being a ship propelled by compression ignition engines designed to start by compressed air, shall be provided with at least 2 air receivers, which shall be of such aggregate capacity that, when they are filled with compressed air, the air contained therein will be sufficient to start each of the ship’s main engines 12 times, if such engines are reversible, and 6 times, if such engines are non-reversible.
Every air receiver and air bottle provided in any ship shall be fitted with means of access for purposes of inspection and shall be provided with efficient drains for the removal of oil and water and with efficient relief valves to prevent overpressure. If the air receiver or air bottle can be isolated from the relief valve, it shall be fitted with one or more fusible plugs so as to discharge its contents in the event of fire.
Every air pressure pipe provided in any such ship and every fitting connected to such pipe shall be capable of withstanding the maximum working stresses to which it may be subjected with a factor of safety which is adequate having regard to—
the material of which it is constructed; and
the working conditions under which it is intended to be used.
Without prejudice to the generality of foregoing, every such pipe and fitting other than a pipe or fitting in a pneumatic control system, shall, before being put into service for the first time, be subjected to a test by hydraulic pressure to twice its maximum working pressure and shall at any time thereafter be capable of withstanding such a test.
Every such pipe shall be properly supported. Provision shall be made which will keep the interior of the pipe free from oil and will either prevent the passage of flame from the cylinders of the engine to the pipe, or protect the pipe from the effects of an internal explosion.
In every such ship all discharge pipes from starting air compressors shall lead directly to the starting air receivers and all starting air pipes from the air receivers to main or auxiliary engines shall be kept entirely separate from the compressor discharge pipe system.
Means shall be provided in any such ship to prevent overpressure in any part of any compressed air system and where water jackets or casings of air compressors and coolers might be subjected to dangerous overpressure due to leakage into them from air pressure parts, suitable pressure relief arrangements shall be provided.
If an air pressure pipe may receive air from any source at a higher pressure than it can withstand with an adequate factor of safety, an efficient reducing valve, relief valve and pressure gauge shall be fitted to such pipe.
In every ship to which these regulations apply where machinery essential for the propulsion or safety of the ship or of persons on board is dependent for its operation on an efficient cooling water system there shall be provided at least one circulating pump and, except in the case of any emergency generator, provision shall be made so that in the event of the failure of such pump an alternative pump is available for the same duty. Such pumps shall be capable of supplying adequate cooling water to such machinery, oil coolers, fresh water coolers or condensers fitted thereto, as the case may be.
If direct sea water cooling is used for essential internal combustion machinery the sea water suctions shall be provided with strainers which can be cleaned without interruption of the supply of water.
Means shall be provided for ascertaining whether the cooling systems are working properly and for preventing overpressure in any part thereof.
The exhaust pipes and silencers of every internal combustion engine provided in a ship to which these regulations apply shall be efficiently cooled or lagged.
The arrangements for the storage, distribution and utilization of the oil fuel shall be such as to ensure the safety of the ship and persons on board and shall comply, as a minimum, with the following provisions—
In every ship to which these regulations apply, any oil fuel used in boilers or machinery shall, except as allowed by regulation 43(3), have a flashpoint of not less than 60oC (Closed test).
In every ship to which these regulations apply, being a ship propelled by means of oil-fired boilers or internal combustion machinery, every double bottom compartment appropriated for the storage of oil fuel, not being a compartment situated at the extreme forward or after end of the ship, shall be fitted with a watertight centre division:
Provided that the Director may exempt any ship from the requirement to be fitted with a watertight centre division if he is satisfied that the safety of the ship, when in service, will not thereby be impaired.
Oil fuel tanks shall be part of the ship’s structure and shall be located outside machinery spaces of Category A. When oil fuel tanks, except double bottom tanks, are necessarily located adjacent to machinery spaces of Category A, they shall have a boundary common with the double bottom tanks and the area of the tank boundary common with the machinery space shall be kept to a minimum. The use of free-standing oil fuel tanks shall be avoided but when such tanks are employed they shall not be situated in machinery spaces of Category A. Where he is satisfied that is impracticable to meet the requirements of this subregulation, the Director may permit other arrangements. (E.R. 3 of 2022)
Every oil fuel tank in such a ship shall be properly constructed and shall, where necessary, be provided with save-alls or gutters which will catch any oil which may leak from the tank. No such tank shall be situated directly above boilers or other heated surfaces.
Every oil fuel tank shall, before being put into service for the first time, be subjected to a test by hydraulic pressure in the case of a storage tank, settling tank or service tank, equal to that of a head of water 300 millimetres greater than the greatest head to which the tank may be subject when in service, but in the case of a settling tank in which oil fuel is heated in the course of its preparation for combustion in boilers or machinery and which is situated in, or forms part of, the boundary of any machinery space, to not less than 1 bar. Every such tank shall at any time thereafter be capable of withstanding such a test.
The oil fuel carried in such a ship shall be effectively isolated from water ballast which may be carried therein. The pumping arrangements shall be such as will permit the oil fuel to be transferred from any storage tank or settling tank appropriated for oil fuel into another storage tank or settling tank so appropriated. Provision shall be made to prevent the accidental discharge or overflow of oil overboard. If fresh water is stored in a tank adjacent to a tank appropriated for the storage of oil fuel a cofferdam shall be provided which will prevent contamination of the fresh water by the oil.
In every such ship safe and efficient means shall be provided for sounding every oil fuel tank and for preventing overpressure therein. Sounding pipes with suitable means of closing may be permitted if the open ends of such pipes terminate at a position where there will be no risk of fire or explosion from the emergence of oil or oil vapour when the tank is being filled. Other means of ascertaining the amount of oil fuel contained in any oil fuel tank shall not require penetration of the tank below the top of the tank and their failure or overfilling of the tank shall not permit release of oil fuel.
In every such ship an air pipe shall be led from every oil fuel tank to the open air, and the outlet thereof shall be in such a position that there will be no danger of fire or explosion resulting from the emergence of oil vapour from the pipe when the tank is being filled. Every such pipe shall be fitted with a detachable wire gauze diaphragm. If such pipe also serves as an overflow pipe provision shall be made which will prevent the overflow from running into or near a boiler room, galley or other place in which it might be ignited.
Every drain provided in such a ship for the purpose of removing water from oil fuel in storage or settling tanks or in separators shall be of the self-closing type.
The oil fuel filling stations in every such ship shall be isolated from other spaces in the ship and shall be sufficiently drained and ventilated. Provision shall be made which will prevent overpressure in any oil-filling pipe lines.
In every such ship every oil pressure pipe shall be made of seamless steel, or other suitable material and, if used for conveying heated oil, shall be situated in a conspicuous position above the platforms in well-lighted parts of the boiler room or engine room.
Where permitted by the Director flexible pipes and their end attachments shall be of suitable materials and construction.
The oil fuel arrangements of a ship must comply with the requirements specified in regulations 15.2.9 (or the alternative requirement specified in regulation 15.2.12), 15.2.10 and 15.2.11 of specified Chapter II-2. (L.N. 255 of 2018)
In every such ship every oil pipe, not being an oil pressure pipe, shall be made of steel or other suitable material and shall be led at such a height above the ship’s inner bottom, if any, as will facilitate the inspection and repair of the pipe. Every such pipe and joint therein and every fitting connected to such pipe shall, before being put into service for the first time, be subjected to a test by hydraulic pressure to 3.5 bar or to twice its maximum working pressure, whichever shall be the greater, and shall at any time thereafter be capable of withstanding such a test.
In every such ship every steam heating pipe which may be in contact with oil shall be made of steel and, together with its joints, shall, before being put into service for the first time, be subjected to a test by hydraulic pressure to twice its maximum working pressure and shall at any time thereafter be capable of withstanding such a test.
In every such ship every suction pipe from any oil fuel tank situated above an inner bottom and every oil fuel levelling pipe within a boiler room or engine room shall be fitted with a valve or cock secured to each tank to which the pipe is connected. Every such valve or cock fitted to an oil fuel suction pipe shall be so arranged that it may be closed both from the compartment in which it is situated and from a readily accessible position outside such compartment and not likely to be cut off in the event of fire in that compartment. Every such valve or cock fitted to an oil fuel levelling pipe shall be so arranged that it can be closed or opened from a readily accessible position above the bulkhead deck and not likely to be cut off by flooding or by fire in the compartment in which the pipe is situated. If any oil tank filling pipe is not connected to an oil fuel tank at or near the top of the tank, it shall be fitted with a non-return valve or with a valve or cock secured to the tank to which it is connected and so arranged that it may be closed both from the compartment in which it is situated and from a readily accessible position outside such compartment and not likely to be cut off in the event of fire in that compartment.
In every such ship every master valve at the furnace fronts which controls the supply of oil fuel to sets of burners shall be of a quick-closing type and fitted in a conspicuous position and readily accessible. Provision shall be made to prevent oil from being turned on to any burner unless such burner has been correctly coupled up to the oil supply line.
In every such ship every valve used in connection with the oil fuel installation shall be so designed and constructed as to prevent the cover of the valve chest being slackened back or loosened when the valve is operated.
In every such ship every pump provided for use in connection with the oil fuel system shall be separate from the ship’s feed pumps, bilge pumps and ballast pumps and the connections of any such pumps and shall be provided with an efficient relief valve which shall be in close circuit.
Every such ship shall be provided with not less than 2 oil fuel units, each comprising a pressure pump, filters and a heater. Such pump, filters and heater shall be of efficient design and substantial construction. Provision shall be made which will prevent overpressure in any part of the oil fuel units. Every oil fuel pressure pipe and joint therein and every fitting connected to such pipes and all parts of oil fuel units which are subject to oil pressure, shall, before being put into service for the first time, be subjected to a test by hydraulic pressure to 28 bar or twice their maximum working pressure, whichever shall be the greater, and shall at any time thereafter be capable of withstanding such a test. Any relief valves fitted to prevent overpressure in the oil fuel heater shall be in close circuit. If steam is used for heating oil fuel in bunkers, tanks, heaters or separators in any such ship, exhaust drains shall be provided to discharge the water or condensation into an observation tank.
In every such ship save-alls or gutters shall be provided under every oil fuel pump, filter and heater to catch any oil which may leak or be spilled therefrom. Save-alls or gutters shall be provided in way of the furnace mouths to catch oil which may escape from the burners. Provision shall be made which will prevent oil which may escape from any oil fuel pump, filter or heater from coming into contact with boilers or other heated surfaces.
Every oil fuel separator in such a ship shall be of efficient design and substantial construction. Provision shall be made which will prevent overpressure in any part thereof and which will prevent the discharge of oil vapour therefrom into confined spaces.
If in any ship to which these regulations apply being a ship propelled by means of oil-fired boilers, dampers are fitted to the funnels or boilers, provision shall be made for securing the dampers in the open position and an indicator shall be provided to show whether the dampers are open or shut.
A ship (other than a specified ship) may use low-flashpoint fuel if—
the use is approved by the Director on being satisfied that the applicable requirements specified in the IGF Code are complied with in relation to the ship; and
the applicable requirements on the arrangement, installation, control and monitoring of machinery, equipment and systems using low-flashpoint fuel specified in the IGF Code are complied with in relation to the ship.
If a ship uses low-flashpoint fuel under subregulation (1), regulation 114 does not apply to the ship.
The owner and the master of a ship (other than a specified ship) that uses low-flashpoint fuel must ensure that the applicable requirements on the testing, drills, emergency exercises and operations specified in the IGF Code are complied with in relation to the ship.
In this regulation—
IGF Code (《國際氣體燃料規則》) means the International Code of Safety for Ships Using Gases or Other Low-flashpoint Fuels set out in the Annex to Resolution MSC.391(95) adopted by the Maritime Safety Committee of the International Maritime Organization on 11 June 2015, as from time to time revised or amended by any revision or amendment to any provision of such Code that applies to Hong Kong; low-flashpoint fuel (低閃點燃料) means gaseous or liquid fuel that has a flashpoint lower than that permitted under regulation 4.2.1.1 of Chapter II-2 of the Annex to the Convention as from time to time revised or amended by any revision or amendment to that regulation that applies to Hong Kong; specified ship (指明船舶) means a ship that is owned or operated by— (a)the Government; or (b)the government of a party to the Convention.If in any ship to which these regulations apply a cooking range or other heating appliance is supplied with fuel from an oil tank, the tank shall not be situated in a galley, and the supply of oil to the burners shall be capable of being controlled from a position outside the galley. No range or burner shall be fitted which is designed to be operated by means of oil fuel having a flashpoint of less than 60oC.
The tank shall be provided with an air pipe leading to the open air. The pipe shall be in such a position that there will be no danger of fire or explosion resulting from the emergence of oil vapour from the pipe when the tank is being filled. The pipe shall be fitted with a detachable wire gauze diaphragm.
Safe and efficient means shall be provided for filling every such tank and for preventing overpressure therein.
In every ship to which these regulations apply every space in which an oil fuel tank or any part of an oil fuel installation is situated shall be adequately ventilated.
In every ship to which these regulations apply, being a ship in which oil is circulated under pressure for the lubrication or cooling or as the sole means of control of machinery essential for the propulsion or safety of the ship or persons on board, at least 2 pumps shall be provided each of which shall be adequate for circulating such oil:Provided that in the case of any emergency generator in any ship only one such pump shall be required.
In every ship of Class I, Class II or Class II(A) propelled by turbine machinery, or having turbo-electric propelling machinery, the lubricating oil arrangements shall be such that an emergency supply of oil is available sufficient to maintain after a power failure an adequate supply of lubricating oil for at least 3 minutes or for such time as may be required for unloaded turbo-electric propelling machinery to come to rest from the maximum running speed. Such emergency supply shall automatically come into use on failure of the pressure supply of lubricating oil from the pump or pumps.
Strainers shall be provided for straining the lubricating oil and shall be capable of being cleaned without interrupting the supply of such oil.
Means shall be provided for ascertaining whether the lubricating system is working properly and for preventing overpressure in any part of the system. If the means of preventing overpressure is a relief valve it shall be in close circuit.
The arrangements for the storage and distribution of flammable oils used in pressure systems in machinery spaces shall comply with the requirements of regulation 114(4), (7), (11), (14) and (19) as they apply to oil fuel installations. Other arrangements may be permitted in machinery spaces other than those of Category A, where the Director is satisfied that the safety of the ship is not impaired.
Every ship of Class I, Class II or Class II(A) to which these regulations apply shall be provided with 2 means of communicating orders from the navigating bridge to the engine room control platform. One of the means shall be an engine room telegraph.
Every ship to which these regulations apply shall be provided with efficient main and auxiliary steering gear:Provided that if main steering gear power units and their connections are fitted in duplicate to the satisfaction of the Director and each power unit enables the steering gear to meet the requirements of subregulation (2)(b) no auxiliary steering gear shall be required.
In every such ship—
the main steering gear shall be of adequate strength and sufficient to steer the ship at maximum service speed. The main steering gear, including the rudder and associated fittings, and rudder stock shall be so designed that they are not damaged at maximum astern speed;
the main steering gear shall be capable of putting the rudder over from 35o on one side to 35o on the other side with the ship running ahead at maximum service speed. The rudder shall be capable of being put over from 35o on either side to 30o on the other side in 28 seconds at maximum service speed;
the auxiliary steering gear shall be capable of being rapidly brought into action and shall be of adequate strength and of sufficient power to enable the ship to be steered at navigable speed and in any such ship in which a rudder stock of over 228.6 millimetres diameter in way of the tiller is required to comply with paragraph (a) the auxiliary steering gear shall be operated by power.
In every such ship in which a rudder stock of over 228.6 millimetres is required to comply with subregulation (2)(a), there shall be provided a suitably located alternative steering station. In every other ship to which these regulations apply means shall be provided by which the ship can be steered from a position aft.
In every such ship the remote steering control systems from the principal and alternative steering stations shall be so arranged that failure of either system will not result in inability to steer the ship by means of the other system. Means of communication shall be provided to enable orders to be transmitted from the bridge to the alternative steering station.
In every such ship which is fitted with power operated steering gear the position of the rudder shall be indicated at the principal steering station.
Every ship to which these regulations apply shall be provided with sufficient spare gear having regard to the intended service of the ship.
This Part applies to every existing passenger ship to which these regulations apply.
Every ship to which this Part applies shall comply with regulations 105 to 113 inclusive, regulation 114, except subregulations (3) and (7), regulations 115 and 116, regulation 117(1), (2), (3) and (4) and regulations 118 to 120 inclusive. (L.N. 391 of 1996)
In every such ship safe and efficient means shall be provided for sounding every oil fuel tank.
This Part applies to every new passenger ship to which these regulations apply.
Every ship to which these regulations apply shall be provided with such anchors and chain cables as are sufficient in number, weight and strength, having regard to the size and intended service of the ship.
Every ship to which these regulations apply shall be provided with such hawsers and warps as are sufficient in number and strength, having regard to the size and intended service of the ship.
Every ship to which these regulations apply shall be provided with such doorways, stairways, ladderways and other means of escape as will provide readily accessible means of escape for all persons in the ship from all passenger and crew accommodation and spaces, other than machinery spaces, in which the crew is normally employed, to the lifeboat and liferaft embarkation decks. The means of escape shall be so designed and constructed as to be capable of being easily used by the persons for whom they are intended. The number, width and continuity of such means of escape shall be sufficient, having regard to the number of persons by whom they may be used.
Notwithstanding the generality of subregulation (1) in every ship of Class I, Class II or Class II(A) the following provisions shall be complied with—
there shall be provided below the bulkhead deck at least 2 means of escape from each watertight compartment or from each similarly restricted space or group of spaces. At least one of the means of escape provided from each such compartment or from each such space or group of spaces shall be independent of watertight doors. One of the means of escape may be dispensed with, in an exceptional case, having regard to the nature and location of spaces and to the number of persons who normally might be accommodated or employed there;
there shall be provided above the bulkhead deck at least 2 means of escape from each space bounded by main vertical zone bulkheads or from each similarly restricted space or group of spaces;
at least one of the means of escape required by paragraphs (a) and (b) shall be by means of a readily accessible enclosed stairway, which shall provide continuous fire shelter from the level of its origin to the appropriate lifeboat and liferaft embarkation decks or the highest level served by the stairway, whichever level is the highest. However, where only one means of escape is permitted for the purpose of compliance with paragraph (a), the sole means of escape shall provide satisfactory safe escape;
satisfactory protection of access from the stairway enclosures to the lifeboat and liferaft embarkation areas shall be provided;
lifts shall not be considered as forming one of the required means of escape;
stairways serving only a space and a balcony in that space shall not be considered as forming one of the required means of escape;
if a radio office has no direct access to a weather deck, 2 means of escape shall be provided from each office;
dead-end passageways exceeding the following distances shall not be permitted—
in ships carrying not more than 36 passengers—7 metres;
in ships carrying more than 36 passengers—13 metres;
in special category spaces the number and disposition of the means of escape both below and above the bulkhead deck shall be adequate, and, in general, the safety of access to the lifeboat and liferaft embarkation decks shall be at least equivalent to that required by paragraphs (a), (b), (c), (d) and (e); and
one of the escape routes from the machinery spaces where the crew is normally employed shall avoid access to any special category space.
No provision.
No provision.
In every ship of Class I suitable signs shall be displayed in passageways and stairways indicating the direction of escape routes to passenger muster stations. Such signs shall be continuously illuminated and shall be adequate in number and distribution. They shall be capable of being illuminated by the ship’s emergency lighting system.
In every ship carrying more than 36 passengers, in addition to the emergency lighting required by regulation 43(2)(c), and the emergency electric lamp (operated from the ship’s main generating plant and so arranged that power may be supplied from the emergency source of power referred to in regulation 43 or in regulation 48 of the Merchant Shipping (Safety) (Passenger Ship Construction and Survey) (Ships Built On or After 1 September 1984) Regulations (Cap. 369 sub. leg. AM) as appropriate) required to light continuously the exit from every main compartment occupied by passengers or crew, the means of escape including stairways and exits shall be marked, at all points of the escape route including angles and intersections, by lighting or photoluminescent strip indicators placed not more than 0.3 metre above the deck not later than 1 October 1997. The marking must enable passengers to identify all routes of escape and readily identify the escape exits. If electric illumination is used for the purpose, it shall be supplied by the emergency source of power and it shall be so arranged that the failure of any single light, or cut in a lighting strip, will not result in the marking being ineffective. Additionally, all escape route signs and fire equipment location markings for the purpose shall be of photoluminescent material. Such lighting or photoluminescent equipment shall be evaluated, tested and applied in accordance with the guidelines developed by the International Maritime Organization. (L.N. 414 of 1995; L.N. 157 of 2001; E.R. 3 of 2022)
In every ship to which this Part applies the means of escape from any public room which may be used for the purpose of concerts, cinema shows and similar forms of entertainment shall be adequate, having regard to the number of persons who may be in the audience, and the seating shall be arranged in rows to ensure free access to the exits. When in any such public room subdued lighting is used, the exits shall be clearly marked with illuminated signs and any doors shall be constructed to open outwards.
In the machinery spaces in every ship of Class I, Class II or Class II(A) there shall be provided from each machinery space 2 means of escape in compliance with the following provisions—
where the space is below the bulkhead deck the 2 means of escape shall consist of either—
2 sets of steel ladders as widely separated as possible, leading to doors in the upper part of the space similarly separated and from which access is provided to the appropriate lifeboat and liferaft embarkation decks. One of these ladders shall provide continuous fire shelter from the lower part of the space to a safe position outside the space; or (L.N. 391 of 1996)
one steel ladder leading to a door in the upper part of the space from which access is provided to the embarkation deck and a steel door capable of being operated from each side and which provides a safe escape route to the embarkation deck;
where the space is above the bulkhead deck, 2 means of escape shall be as widely separated as possible and the doors leading from such means of escape shall be in a position from which access is provided to the appropriate lifeboat and liferaft embarkation decks. Where such escapes required the use of ladders these shall be of steel. (L.N. 391 of 1996)
The Director may exempt any such ship of less than 1 000 tons from the requirements of this paragraph where he is satisfied that one means of escape is satisfactory having regard to the width and disposition of the upper part of the machinery space. The Director may exempt any such ship of 1 000 tons and above from the requirements of this paragraph where he is satisfied that one means of escape from any such space is satisfactory, provided that either a door or a steel ladder provides a safe escape route to the embarkation deck having regard to the nature and location of the space and whether persons are normally employed in that space.
No provision.
In every ship to which these regulations apply bulwarks or guard rails shall be provided on every exposed deck to which any persons or vehicles may have access. Such bulwarks or guard rails, together with stanchions supporting the guard rails, shall be so placed, designed and constructed, and in particular shall be of such a height above the deck as to prevent any person who may have access to that deck or any vehicle from accidentally falling therefrom. Any freeing ports fitted in such a bulwark shall be covered by a grid or bars which will prevent any person from falling through the port.
A ro/ro passenger ship must comply with the requirements on discharge valves for scuppers specified in regulation 37.2.1.2 of specified Chapter II-2.
A ro/ro passenger ship must comply with the requirements on escape routes specified in regulation 28-1 (except regulation 28-1.1.1) of specified Chapter II-2.
This Part applies to every existing passenger ship to which these regulations apply.
Every ship to which this Part applies shall comply with regulations 126, 127, 129, 129A and 129B. (L.N. 255 of 2018)
Every ship to which this Part applies shall be provided with such doorways, stairways, ladderways and other means of escape as will provide readily accessible means of escape for all persons in the ship. The means of escape shall be so designed and constructed as to be capable of being easily used by the persons for whom they are intended. The number and width of such means of escape shall be sufficient, having regard to the number of persons by whom they may be used.
In every such ship of Class I, Class II or Class II(A) there shall be provided below the bulkhead deck at least two such means of escape from each compartment bounded by watertight bulkheads or from each similarly restricted space or group of spaces and at least one of the means of escape provided from each such compartment or from each such space or group of spaces shall be independent of watertight doors.
In every such ship of Class I, Class II or Class II(A) there shall be provided above the bulkhead deck at least 2 such means of escape from each space bounded by main vertical zone bulkheads or from each similarly restricted space or group of spaces and one of the means of escape provided from each space or group of spaces shall give access to the lifeboat or liferaft embarkation deck or decks or to a stairway leading to such decks.
In every such ship of Class I, Class II or Class II(A) at least one of the means of escape so provided shall be enclosed so as to afford, as far as practicable, continuous fire shelter from the level of its origin to the lifeboat and liferaft embarkation deck or decks.
No provision.
No provision.
In the machinery spaces in every such ship of Classes I to II(A) inclusive there shall be provided from each engine room, shaft tunnel and boiler room 2 means of escape as widely separated as practicable, one of which may be a watertight door if such a door is available as a means of escape. Where no such watertight door is available the 2 means of escape shall consist of 2 sets of steel ladders leading to separate doors in the casing or elsewhere from which there is access to the lifeboat or liferaft embarkation deck or decks. The Director may exempt any such ship of less than 2 000 tons from the requirements of this paragraph if at least one effective means of escape is provided.
In every such ship of Class I suitable signs shall be displayed in corridors and stairways indicating the direction of escape routes to passenger muster stations. Such signs shall be continuously illuminated and shall be adequate in number and distribution. They shall be capable of being illuminated by the ship’s emergency lighting system.
In every ship to which this Part applies the means of escape from any public room which may be used for the purpose of concerts, cinema shows or similar forms of entertainment shall be adequate having regard to the number of persons who may be in the audience and the seating shall be arranged in rows to ensure free access to the exits. Where in any such public rooms subdued lighting is used, the exits shall be clearly marked with illuminated signs and any doors shall be constructed to open outwards.
In every ship carrying more than 36 passengers, in addition to the emergency electric lamp required to light continuously the exit from every main compartment occupied by passengers or crew, the means of escape including stairways and exits shall be marked, at all points of the escape route including angles and intersections, by lighting or photoluminescent strip indicators placed not more than 0.3 metre above the deck not later than 1 October 1997. The marking must enable passengers to identify all routes of escape and readily identify the escape exits. If electric illumination is used for the purpose, it shall be supplied by the emergency source of power and it shall be so arranged that the failure of any single light, or cut in a lighting strip, will not result in the marking being ineffective. Additionally, all escape route signs and fire equipment location markings for the purpose shall be of photoluminescent material. Such lighting or photoluminescent equipment shall be evaluated, tested and applied in accordance with the guidelines developed by the International Maritime Organization. (L.N. 414 of 1995; L.N. 157 of 2001)
Subject to regulation 1(3)(b), this Part applies to every ro/ro passenger ship to which these regulations apply.
(Repealed L.N. 255 of 2018)
In addition to the emergency lighting required by Parts IV and IVA of these regulations, all passenger public spaces and alleyways shall be provided with supplementary electric lighting that can operate independently of the main, emergency and transitional sources of electric power for at least 3 hours when the ship is listed up to 90o. The illumination provided shall be such that the approach to the means of escape from the space can be seen. The source of electric power for the lighting shall be accumulator batteries located within the lighting unit that are continuously charged, where applicable, from the emergency switchboard whilst the ship is in service. The lighting shall be of the maintained type so that any failure of the lamp will be immediately apparent. The accumulator batteries shall be replaced in accordance with the service life established by the manufacturer having regard to the ambient temperature to which they are subject in service.
A portable rechargeable battery operated hand lamp shall be provided in every crew space alleyway, recreational space and every working space which is normally occupied unless supplementary emergency lighting as required by paragraph (i) is provided.
(Repealed L.N. 255 of 2018)
The applicable requirements on the watertight integrity of access to ro/ro cargo spaces of a ship specified in regulation 20-2 of specified Chapter II-1 must be complied with in relation to a ship.
The applicable requirements on the integrity of the hull and superstructure, damage prevention and control specified in regulations 23-2.1, 23-2.2 and 23-2.3 of specified Chapter II-1 must be complied with in relation to a ship.
The master of a ship must ensure that the applicable requirements on the supervision, and reporting and recording in the log book of the access to ro/ro cargo spaces specified in regulation 20-2 of specified Chapter II-1 are complied with in relation to the ship.
The master of a ship must ensure that the applicable requirements on the restriction of access to ro/ro cargo spaces specified in regulation 20-3 of specified Chapter II-1 are complied with in relation to the ship.
The master of a ship must ensure that the applicable requirements on the closure of bulkheads on the ro/ro cargo spaces specified in regulation 20-4 of specified Chapter II-1 are complied with in relation to the ship.
The master of a ship must ensure that the applicable requirements on documented operating procedures for closing and securing of watertight doors and other closing appliances specified in regulation 23-2.4 of specified Chapter II-1 are complied with in relation to the ship.
In this regulation—
specified Chapter II-1 (《第II-1章指明版》) means Chapter II-1 of the Annex to the International Convention for the Safety of Life at Sea signed in London on 1 November 1974, as revised or amended by the following instruments adopted by the International Maritime Organization that apply to Hong Kong— (a)the Protocol of 1978 relating to the International Convention for the Safety of Life at Sea, 1974 adopted on 17 February 1978; (b)the Protocol of 1988 relating to the International Convention for the Safety of Life at Sea, 1974 adopted on 11 November 1988; (c)Resolutions MSC.1(XLV), MSC.2(XLV), MSC.6(48), MSC.11(55) and MSC.12(56); (d)Resolution 1 of the Conference of Contracting Governments to the International Convention for the Safety of Life at Sea, 1974 on the Global Maritime Distress and Safety System adopted on 9 November 1988; (e)Resolutions MSC.13(57), MSC.19(58), MSC.26(60) and MSC.27(61); (f)Resolution 1 of the Conference of Contracting Governments to the International Convention for the Safety of Life at Sea, 1974 adopted on 29 November 1995; and (g)Resolutions MSC.47(66), MSC.57(67) and MSC.65(68).A ship must comply with the requirements on discharge valves for scuppers specified in regulation 37.2.1.2 of specified Chapter II-2.
A ship must comply with the requirements on escape routes specified in regulation 28-1 (except regulation 28-1.1.1) of specified Chapter II-2.
The oil fuel arrangements of a ship must comply with the requirements specified in regulations 15.2.9 (or the alternative requirement specified in regulation 15.2.12), 15.2.10 and 15.2.11 of specified Chapter II-2.
(Part VIIC added L.N. 108 of 2001)
Every ship to which these regulations apply which is not less than 45 metres in length shall meet the following requirements where practicable—
the view of the sea surface from the conning position shall not be obscured by more than two ship lengths, or 500 metres, whichever is the less, forward of the bow to 10o on either side under all conditions of draught, trim and deck cargo;
blind sector caused by cargo, cargo gear or other obstructions outside of the wheelhouse forward of the beam which obstructs the view of the sea surface as seen from the conning position, shall not exceed 10o. The total arc of blind sectors shall not exceed 20o. The clear sectors between blind sectors shall be at least 5o. However, in the view described in paragraph (a), each individual blind sector shall not exceed 5o.
In complying with the requirements of subregulation (1), structural alterations or additional equipment is not required to be made or fitted, as the case may be.
(Part VIID added L.N. 255 of 2018)
This Part applies to a ship to which these regulations apply.
Materials installed on a ship on or after 1 March 2019 that are used for the structure, machinery, electrical installations or equipment of the ship must not contain asbestos.
Where these regulations require that the hull or machinery of a ship shall be constructed in a particular manner, or that particular equipment shall be provided or particular provision shall be made, the Director may approve the hull or machinery to be constructed in any other manner, or any other equipment to be provided or other provision made, if he is satisfied by trial thereof or otherwise that the other construction or equipment or other provision is at least as effective as that required by these regulations.
In so far as passenger ships registered in Hong Kong are concerned, regulations 4, 5, 6, 7, 8, 9A, 9B, 9I, 10, 11, 12, 13, 14, 15, 16, 17, 18, 19, 20, 21, 22, 23, 24, 28, 29, 30, 31, 33, 34, 35, 36, 37, 38, 39, 40, 41, 42, 43, 45, 46, 47, 48, 49, 50, 51, 52, 53, 54, 55, 56, 57, 58, 59, 60, 61, 62, 63, 64, 65, 66, 66A, 67, 68, 69, 70, 71, 72, 73, 74, 75, 76, 77, 78, 79, 80, 81, 82, 86, 86A, 87, 88, 89, 90, 91, 92, 93, 94, 95, 95A, 96, 97, 98, 99, 100, 101, 101A, 101B, 102, 103, 104, 105, 106, 107, 108, 109, 110, 111, 112, 113, 114, 114A, 115, 116, 117, 118, 119, 120, 121, 122, 123, 126, 127, 128, 129, 129B, 130, 131, 131A, 131C, 131DA(1) and (2), 131DC, 131DD, 131E, 131F, 131G and 132 are passenger ship construction regulations for the purposes of section 94 of the Ordinance.
This regulation applies to a passenger ship registered in Hong Kong.
If regulation 129A or 131DB is contravened in relation to a ship, the owner and the master of the ship each commits an offence and is liable to a fine at level 3.
A person who contravenes regulation 9C, 9D, 9E, 9F, 9G, 9H, 114A(3) or 131DA(3), (4), (5) or (6) commits an offence and is liable to a fine at level 3.
This regulation applies to a passenger ship that is not registered in Hong Kong.
If a ship in relation to which regulation 4, 6, 7, 8, 10, 11, 12, 13, 14, 15, 16, 17, 18, 19, 20, 21, 22, 23, 24, 29, 30, 31, 33, 34, 35, 36, 37, 38, 39, 41, 42, 43, 45, 46, 47, 48, 50, 52, 53, 54, 55, 56, 57, 58, 59, 60, 61, 62, 63, 64, 65, 66, 66A, 68, 69, 70, 71, 72, 73, 74, 75, 76, 77, 78, 79, 80, 81, 82, 87, 88, 89, 90, 91, 92, 93, 94, 95, 95A, 96, 97, 98, 99, 100, 101, 101A, 101B, 103, 105, 106, 107, 108, 109, 110, 111, 112, 113, 114, 114A(1), 115, 116, 117, 118, 119, 120, 122, 126, 127, 128, 129, 129A, 129B, 131, 131C, 131DA(1) or (2), 131DB, 131DC, 131DD, 131E or 131G is contravened proceeds or attempts to proceed to sea, the owner and the master of the ship each commits an offence and is liable to a fine at level 3. (L.N. 2 of 2019)
A person who contravenes regulation 114A(3) or 131DA(3), (4), (5) or (6) commits an offence and is liable to a fine at level 3.
After any survey required by these regulations of any new or existing Hong Kong passenger ship to which Part II applies has been completed and a Passenger and Safety Certificate or a Passenger Certificate, as appropriate, has been issued, the Director may cancel such certificate if the ship has not carried out a lightweight survey or been inclined before 29 April 1995, or inclined or had a lightweight survey thereafter periodically as specified in regulation 9A(4).
If at any time the stability information supplied to the master is found to be invalid the Director may withdraw the certificate until new and valid stability information is supplied.
For the purposes of this Schedule, except where otherwise specified—
all linear measurements shall be in metres; and
all volumes shall be in cubic metres and shall be calculated from measurements taken to moulded lines.
In this Schedule the symbol “L” denotes the length of the ship.
Subject to the provisions of paragraph 6 of this Schedule, the length of a compartment shall not exceed its permissible length.
The assumptions of permeability which shall be taken into account in determining the floodable length at any point in ships to which this Part of this Schedule applies shall be as follows—
Machinery space—
The assumed average permeability throughout the machinery space shall be determined by the following formula—
| 85 + 10 | (a − c) | where |
| v |
| a | = | volume of the passenger spaces and crew spaces below the margin line within the limits of the machinery space; |
| c | = | volume of the between-deck spaces below the margin line within the limits of the machinery space which are appropriated for cargo, coal or stores; and |
| v | = | volume of the machinery space below the margin line. |
In any case in which the average permeability throughout the machinery space, as determined by detailed calculation, is less than that given by the aforesaid formula, the calculated value may be substituted. For the purposes of such calculation, the permeability of passenger spaces and crew spaces shall be taken to be 95, that of all spaces appropriated for cargo, coal or stores shall be taken to be 60, and that of double bottom, oil fuel and other tanks forming part of the structure of the ship shall be taken to be 95 or such lesser figure as the Director may approve in the case of that ship.
Portions before and abaft the machinery space—
The assumed average permeability throughout the portions of the ship before and abaft the machinery space shall be determined—
by the following formula—
| 63 + 35 | a | where |
| v |
| a | = | volume of the passenger spaces and crew spaces which are situated below the margin line before or abaft the machinery space, as the case may be; and |
| v | = | volume of the portion of the ship below the margin line before or abaft the machinery space, as the case may be; or |
if the Director determines in the case of any ship at any time not later than 40 days after a Government Surveyor has received a plan of the ship showing the watertight subdivision thereof, by detailed calculation for the purpose of which the permeability of spaces shall be assumed to be as follows—
| passenger spaces | 95 | |
| crew spaces | 95 | |
| spaces appropriated for machinery | 85 | |
| spaces appropriated for cargo, coal, stores or baggage rooms | 60 | |
| tanks forming part of the structure of the ship and double bottoms | 95, or such lesser figure as the Director may permit in the case of any ship. |
For the purposes of this paragraph a space within a passenger space or crew space shall be deemed to be a part thereof unless it is appropriated for other purposes and is enclosed by permanent steel bulkheads.
Subject to the provisions of subparagraph (4), in the case of ships of 131 metres in length or over, the factor of subdivision F shall be determined by the following formula—
| F = A − | (A − B) (Cs − 23) |
| 100 |
where A and B are respectively determined in accordance with the provisions of subparagraph (5) and Cs is the criterion numeral determined in accordance with the provisions of paragraph 5.
Provided that—
where the criterion numeral is equal to 45 or more and simultaneously the computed factor of subdivision as given by the preceding formula is .65 or less, but more than .50, the subdivision abaft the forepeak shall be governed by the factor .50;
where in the case of any ship the factor F is less than .4 and the Director is satisfied that it is impracticable to apply the factor F in determining the permissible length of a compartment appropriated for machinery, the Director may allow an increased factor not exceeding .4 to be applied to that compartment.
Subject to the provisions of subparagraph (4), in the case of ships the length of which is less than 131 metres but not less than 79 metres having a criterion numeral of not less than
| 3574 − 25L | |
| 13 |
(hereinafter in this paragraph referred to as S), the factor of subdivision F shall be determined by the following formula—
| F = 1 − | (1 − B) (Cs − S) |
| 123 − S |
where B is the factor determined in accordance with the provisions of subparagraph (5) and Cs is the criterion numeral determined in accordance with the provisions of paragraph 5.
In the case of ships the length of which is less than 131 metres but not less than 79 metres and having a criterion numeral less than S or in the case of ships the length of which is less than 79 metres the factor of subdivision shall be unity.
In the case of a ship of any length which is intended to carry a number of passengers exceeding 12 but not exceeding
| L2 | or 50 |
| 650 |
whichever is the lower, the factor of subdivision shall be determined in the manner provided in subparagraph (3).
For the purposes of this paragraph the factors A and B shall be determined by the following formulae—
| A = | 58.2 | + .18 (where L = 131 and upwards) |
| L − 60 | ||
| B = | 30.3 | +.18 (where L = 79 and upwards). |
| L − 42 | ||
The criterion numeral for ships to which this Part applies shall be determined by the following formulae—
when P1 is greater than P
| Cs = 72 | M + 2P1 |
| V + P1 − P |
and in all other cases
| Cs = 72 | M + 2P |
| V |
where—
| Cs | = | the criterion numeral; |
| M | = | the volume of the machinery space, as defined in regulation 1, 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 volume of the passenger spaces and crew spaces below the margin line; |
| V | = | the volume of the ship below the margin line; |
| N | = | number of passengers which the ship is intended to carry; and |
| P1 | = | .056LN. |
Provided that—
where the value of .056LN is greater than the sum of P and the whole volume of the passenger spaces above the margin line, the figure to be taken as P1 shall be that sum or .037LN whichever is the greater;
values of Cs less than 23 shall be taken as 23; and
values of Cs greater than 123 shall be taken as 123.
Compartments exceeding the permissible length—
A compartment may exceed its permissible length provided that 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.
If one compartment of either of such pairs of adjacent compartments is situated inside the machinery space, and the other compartment thereof is situated outside the machinery space, the combined length of the 2 compartments shall be adjusted in accordance with the mean average permeability of the 2 portions of the ship in which the compartments are situated.
Where the lengths of 2 adjacent compartments are governed by different factors of subdivision, the combined length of the 2 compartments shall be determined proportionately.
Where in any portion of a ship bulkheads required by these regulations to be watertight are carried to a higher deck than in the remainder of the ship, separate margin lines may be used for calculating the floodable length of that portion of the ship; if—
the 2 compartments adjacent to the resulting step in the bulkhead deck are each within the permissible length corresponding to their respective margin lines and, in addition, their combined length does not exceed twice the permissible length determined by reference to the lower margin line of such compartments;
the sides of the ship are extended throughout the ship’s length to the deck corresponding to the uppermost margin line and all openings in the shell plating below that deck throughout the length of the ship comply with the requirements of regulation 19 if they were openings below the margin line.
Additional subdivision at forward end—
In ships 100 metres in length or over, the watertight bulkhead next abaft the collision bulkhead shall be fitted at a distance from the forward perpendicular which is not greater than the permissible length appropriate to a compartment bounded by the forward perpendicular and such bulkhead.
Steps in bulkheads—
If a bulkhead required by these regulations to be watertight is stepped it shall comply with one of the following conditions—
in ships having a factor of subdivision not greater than .9, the combined length of the 2 compartments separated by such bulkhead shall not exceed 90% of the floodable length or twice the permissible length whichever is the less. In ships having a factor of subdivision greater than .9, the combined length of the 2 compartments shall not exceed the permissible 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; or
the compartment over which the step extends does not exceed the permissible length corresponding to a margin line taken 76 millimetres below the step.
Recesses in bulkheads—
If any part of a recess lies outside vertical surfaces on either side of the ship situated at a distance from the shell plating equal to one-fifth of the breadth of the ship and measured at right angles to the centre line at the level of the deepest subdivision load waterline, the whole of such recess shall be deemed to be a step in a bulkhead for the purposes of subparagraph (3). (E.R. 3 of 2022)
Equivalent plane bulkheads—
Where a bulkhead required by these regulations to be watertight is recessed or stepped an equivalent plane bulkhead shall be assumed in determining the subdivision.
Minimum spacing of bulkheads—
If the distance between 2 adjacent bulkheads required by these regulations to be watertight, or their equivalent plane bulkheads, or the distance between transverse planes passing through the nearest stepped portions of the bulkheads, is less than .03L + 3.05 metres, or 10.67 metres, or .1L, whichever is the least, only one of those bulkheads shall be regarded as forming part of the subdivision of the ship.
Allowance for local subdivision—
Where in any ship a main transverse watertight compartment contains local subdivision and the Director is satisfied that, after any assumed side damage extending over a length of .03L + 3.05 metres, or 10.67 metres, or .1L, whichever is the least, 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. Allowance under this subparagraph will be made only if the Director is satisfied that such allowance is not likely to prevent compliance with paragraph 2 of Schedule 3.
Where in any ship the required factor of subdivision is .50 or less, the combined length of any 2 adjacent compartments shall not exceed the floodable length or twice the permissible length whichever is the less.
(Repealed L.N. 157 of 2001)
The information relating to the stability of a ship to be provided for the master pursuant to regulation 9A shall include particulars appropriate to the ship of the matters specified below. Such particulars shall be in the form of a statement unless the contrary is indicated. (L.N. 138 of 1994)
The ship’s name, official number, port of registry, gross and register tonnages, principal dimensions, displacement, deadweight and draught to the summer load line.
A profile view and, if the Director so requires in a particular case, plan views of the ship drawn to scale showing with their names all compartments, tanks, storerooms and crew and passenger accommodation spaces, and also showing the mid-length position.
The capacity and the centre of gravity (longitudinally and vertically) of every compartment available for the carriage of cargo, fuel, stores, feed water, domestic water or water ballast.
In the case of a vehicle ferry, the vertical centre of gravity of compartments for the carriage of vehicles shall be based on the estimated centres of gravity of the vehicles and not on the volumetric centres of the compartments.
The estimated total weight of (a) passengers and their effects and (b) crew and their effects, and the centre of gravity (longitudinally and vertically) of each such total weight. In assessing such centres of gravity passengers and crew shall be assumed to be distributed about the ship in the spaces they will normally occupy, including the highest decks to which either or both have access.
The estimated weight and the disposition and centre of gravity of the maximum amount of deck cargo which the ship may reasonably be expected to carry on an exposed deck.
A diagram or scale showing the load line mark and subdivision load lines in accordance with regulation 23, with particulars of the corresponding freeboards, and also showing the displacement, tonnes per centimetre immersion, and deadweight corresponding in each case to a range of mean draughts extending between the waterline representing the deepest load line and the waterline of the ship in the light condition.
A diagram or tabular statement showing the hydrostatic particulars of the ship, including—
the heights of the transverse metacentre; and
the values of the moment to change trim one centimetre,
for a range of mean draughts extending at least between the waterline representing the deepest load line and the waterline of the ship in the light condition. Where a tabular statement is used, the intervals between such draughts shall be sufficiently close to permit accurate interpolation. In the case of ships having raked keels, the same datum for the heights of centres of buoyancy and metacentres shall be used as for the centres of gravity referred to in paragraphs 3, 4 and 5.
The effect on stability of free surface in each tank in the ship in which liquids may be carried, including an example to show how the metacentric height is to be corrected.
A diagram showing cross curves of stability indicating the height of the assumed axis from which the righting levers are measured and the trim which has been assumed. In the case of ships having raked keels, where a datum other than the top of keel has been used the position of the assumed axis shall be clearly defined.
Subject to the following subparagraph, only enclosed superstructures shall be taken into account in deriving such curves. (E.R. 3 of 2022)
The following structures may be taken into account in deriving such curves if the Director is satisfied that their location, integrity and means of closure will contribute to the ship’s stability—
superstructures located above the superstructure deck;
deckhouses on or above the freeboard deck, whether wholly or in part only;
hatchway structures on or above the freeboard deck.
An example shall be given showing how to obtain a curve of righting levers (GZ) from the cross curves of stability.
Where the buoyancy of a superstructure is to be taken into account in the calculation of stability information in the case of a vehicle ferry or similar ship having bow doors, ship’s side doors or stern doors, there shall be included in the stability information a specific statement that such doors must be secured weathertight before the ship proceeds to sea and that the cross curves of stability are based upon the assumption that such doors have been so secured.
The diagrams and statement referred to in subparagraph (2) shall be provided separately for each of the following conditions of the ship—
Light condition. If the ship has permanent ballast, such diagrams and statement shall be provided for the ship in the light condition both (i) with such ballast, and (ii) without such ballast.
Ballast condition, both (i) on departure, and (ii) on arrival, it being assumed for the purpose of the latter in this and the following subparagraphs that oil fuel, fresh water, consumable stores and the like are reduced to 10% of their capacity.
Loading conditions, both (i) on departure, and (ii) on arrival, when loaded to the deepest subdivision load line with cargo filling all spaces available for cargo, cargo for this purpose being taken to be homogeneous cargo except where this is clearly inappropriate, for example in the case of cargo spaces in a ship which are intended to be used exclusively for the carriage of vehicles or containers.
Service loaded conditions, both (i) on departure and (ii) on arrival.
A worst anticipated service condition on which the damaged stability requirements of regulation 11 and Schedule 3 have been based. This condition shall be clearly marked as such.
A profile diagram of the ship drawn to a suitable small scale showing the disposition of all components of the deadweight.
A statement showing the lightweight, the disposition and the total weights of all components of the deadweight, the displacement, the corresponding positions of the centre of gravity, the metacentre and also the metacentric height (GM).
A diagram showing a curve of righting levers (GZ) derived from the cross curves of stability referred to in paragraph 9.
The metacentric height and the curve of righting levers (GZ) shall be corrected for liquid free surface.
Where there is a significant amount of trim in any of the conditions referred to in subparagraph (1) the metacentric height and the curve of righting levers (GZ) shall be required to be determined from the trimmed waterline.
If, in the opinion of the Director, the stability characteristics in either or both of the conditions referred to in subparagraph (1)(c) are not satisfactory, such conditions shall be marked accordingly and an appropriate warning to the master shall be inserted.
Where special procedures such as partly filling or completely filling particular spaces designated for cargo, fuel, fresh water or other purposes are necessary to maintain adequate stability, instructions as to the appropriate procedure in each case.
Such information, as is necessary to enable the master by rapid and simple processes to obtain accurate guidance as to the stability of the ship under varying conditions of service, shall be provided in order that regulations 10 and 11 will be complied with. This information shall be presented in the form of either required metacentric height (GM) or maximum allowable vertical centre of gravity (KG) values and shall be presented in either graphical or tabular form. This information shall be provided on the basis of the ship being at level keel and at trims of 0.4 % L and 0.8 % L by the bow and by the stern over the range of displacement or mean draughts which are likely to occur in service; provided that for any such ships which are intended to operate at greater trims than are specified in this paragraph additional information shall be included. The Director may approve the substitution of lesser trims by the bow and stern as specified in this paragraph if he is satisfied that such a lesser range of trims are sufficient for the purpose intended because of the characteristics of the particular ship. (L.N. 138 of 1994)
A copy of the report on the inclining test and of the calculation therefrom of the light condition particulars.
The sufficiency of intact stability of every ship to which Part II of these regulations applies shall be determined by calculation which has regard to the design and construction of the ship, and the damaged compartments, and which is in accordance with the following assumptions—
The ship shall be assumed to be in the worst condition as regards stability which is likely to be experienced having regard to the intended service of the ship.
The volume permeabilities and surface permeabilities shall be assumed to be as follows—
| (i) | Spaces | Permeability | |
| Occupied by cargo, coal or stores | 60 | ||
| Appropriated for cargo, coal or stores but not occupied by substantial quantities thereof | 95 | ||
| Appropriated as accommodation for passengers and crew | 95 | ||
| Appropriated for machinery | 85 | ||
| Appropriated for liquids | 0 or 95, whichever results in the more onerous requirements. |
Higher surface permeabilities shall be assumed in respect of spaces which, in the vicinity of the damaged water plane, contain no substantial quantity of accommodation or machinery and spaces which are not generally occupied by any substantial quantity of cargo or stores.
The extent of damage shall be assumed to be as follows—
longitudinal extent: 3.05 metres plus 3% of the length of the ship, or 10.67 metres or 10% of the length of the ship, whichever is the least. Provided that where the required factor of subdivision is .33 or less, the assumed longitudinal extent of damage shall be increased as necessary so as to include any two consecutive main transverse watertight bulkheads;
transverse extent: 20% of the breadth of the ship, measured inboard from the ship’s side at right angles to the centre line at the level of the deepest subdivision load waterline;
vertical extent: from the base line upwards without limit;
for a ro/ro passenger ship—throughout the ship’s length; (L.N. 255 of 2018)
if any damage of lesser extent than that indicated in sub-sub-subparagraphs (i), (ii), (iii) and (iiia) would result in a more severe condition regarding heel or loss of metacentric height, such damage shall be assumed for the purposes of the calculation. (L.N. 255 of 2018; E.R. 3 of 2022)
Where the ship is fitted with decks, inner skins or longitudinal bulkheads of sufficient tightness to restrict the flow of water, regard shall be had to such restrictions in the calculation.
The range of stability in the damaged condition shall be investigated to the satisfaction of the Director.
The intact stability of the ship shall be deemed to be sufficient if the calculation specified in paragraph 1 shows that, after the assumed damage, the condition of the ship is as follows—
In the event of symmetrical flooding—
at all stages of flooding there shall be sufficient positive residual stability;
at intermediate stages of flooding the margin line is not to be submerged unless partial subdivision above the margin line in accordance with regulation 22 limits sufficiently the spread of water along the bulkhead deck and results in an angle of heel not exceeding 20o. In the case of ships carrying vehicles on the bulkhead deck, the angle of heel at intermediate stages of flooding shall not be greater than that which will submerge the margin line;
at the final stage of flooding the margin line shall not be submerged and there shall be a positive residual metacentric height of at least 50 millimetres as calculated by the constant displacement method.
In the event of unsymmetrical flooding—
the provisions of sub-subparagraph (a)(i) shall apply;
the provisions of sub-subparagraph (a)(ii) shall apply;
at the final stage of flooding, and after equalization measures, if any, have been taken the angle of heel is not to exceed 7o and the margin line is not to be submerged. (E.R. 3 of 2022)
Every bulkhead and other portion of the internal structure forming part of the watertight subdivision of the ship shall be of such strength and so constructed as to be capable of supporting, with an adequate margin of resistance, the pressure due to the maximum head of water which it might have to sustain in the event of damage to the ship not being less than the pressure due to a head of water up to the margin line. Such maximum head shall include any additional head estimated under regulation 11 to result from flooding or heeling.
Every such bulkhead and portion shall be constructed of mild steel and, if of riveted construction, shall comply with the requirements of paragraphs 2 to 6 inclusive and if of welded construction shall not be of less strength, stiffness or efficiency than if it had been riveted and had complied with the requirements of paragraph 11(4) of Part IV.
In the case of ships which are classed with a classification society approved by the Director, and which are built to their survey requirements, it shall be sufficient compliance with the requirements of this paragraph, if that classification society certifies that the watertight bulkheads and portions thereof are constructed in accordance with all the requirements of subparagraph (1).
Every bulkhead required by these regulations to be watertight shall be constructed with plating of thicknesses not less than those indicated in Table 1 of Part IV. If a bulkhead is at the end of a stokehold space in a coal burning ship, the lower part of the bulkhead plating to a height of at least 610 millimetres above the stokehold floor shall be at least 2.5 millimetres thicker than is required by the said Table. If a bulkhead is at the end of a coal bunker space, the lowest strake thereof shall be at least 914 millimetres high and 2.5 millimetres thicker than is required by the said Table. In all other bulkheads the lowest strake shall be at least 1 millimetre thicker than is required by the said Table and any limber plates shall be at least 2.5 millimetres thicker.
Every boundary angle shall be at least 2.5 millimetres thicker than the thickness required by the said Table for the bulkhead plating to which it is attached.
Save as provided in Table 3 of Part IV, every such bulkhead shall be fitted with stiffeners which shall have brackets or lug end connections. If the stiffeners are spaced 762 millimetres apart, they shall comply with such of the specifications in Tables 2 and 3 of Part IV as apply to them in the circumstances. Provided that other forms of stiffeners may be used if they afford not less strength and stiffness than the stiffeners indicated in the said Tables. If any stiffeners are spaced otherwise than 762 millimetres apart on such a bulkhead, their strength and stiffness shall be increased or decreased, as the case may be, in direct proportion to their distance apart. Stiffeners shall not be spaced more than 610 millimetres apart on a collision bulkhead, or more than 914 millimetres apart on any other bulkhead.
The lower end of each stiffener shall be attached to the shell plating, to the inner bottom plating or to horizontal plating which will support it properly.
At each deck level which forms the top of a system of stiffeners plating shall be so provided as to ensure horizontal rigidity in the bulkhead.
In the case of bracketed hold stiffeners the lower bracket or its connecting angle shall extend over the floor adjacent to the bulkhead and the upper bracket shall be connected to an angle which extends over the beam space, or other equally effective means shall be adopted for securing structural rigidity.
Where stiffeners are cut in way of watertight doors in the lower part of a bulkhead, the opening shall be properly framed and bracketed, and a tapered web plate or buttress, stiffened on its edge, shall be fitted at each side of the door from the base of the bulkhead to above the door opening.
All brackets, lugs and other end connections for stiffeners shall comply with the requirements of Table 4 of Part IV.
The rivets in seams and connections of plating and boundary bars of all bulkheads required by these regulations to be watertight shall be spaced not more than 4 1/2 diameters apart centre to centre, except in the case of the flange of a boundary angle, being the flange connected to the inner bottom plating, shell plating or deck plating, in which case they shall be spaced 5 diameters apart centre to centre.
Boundary angle fitted more than 10.67 metres below the bulkhead deck shall be double riveted in both flanges except on parts of a bulkhead within a double bottom, and the vertical connection of plates so fitted shall be double riveted.
The rivets connecting stiffeners, having bracket end connections, to bulkhead plating shall be spaced not more than 7 diameters apart centre to centre. All other stiffeners shall be connected to the bulkhead plating by rivets spaced not more than 4 diameters apart centre to centre for 15% of the length of the stiffeners at each end thereof and not more than 7 diameters apart centre to centre elsewhere.
Where frames or beams pass through a bulkhead required by these regulations to be watertight, the bulkhead shall be made watertight without the use of wood or cement.
The horizontal plating of decks, steps and flats required by these regulations to be watertight shall be at least 1 millimetre thicker than that required for watertight bulkheads at corresponding levels.
The beams of such decks, steps and flats shall be of sizes indicated for stiffeners spaced 762 millimetres apart in Table 3 of Part IV. Provided that beams divided into portions which are bracketed at each end may be of the sizes indicated for such stiffeners in Table 2 of Part IV. If any beams are spaced otherwise than 762 millimetres apart, their strength and stiffness shall be increased or decreased, as the case may be, in direct proportion to their distance apart.
For the purposes of the said Tables the greatest distance between the points of support shall be deemed to be the length of the beam. Provided that, if a beam is bracketed, the length thereof for the purposes of the said Table 3 shall be reduced by the width of the brackets. The distance from the bulkhead deck to the deck, step or flat concerned, minus half the length of the beam, shall be deemed to be the height for the purposes of the said Tables.
Adequate supports for such beams shall be provided by bulkheads, or by girders pillared where necessary, and the rivet connections of the pillars shall be sufficient to withstand the load due to water pressure.
Where frames pass through a deck, step or flat required by these regulations to be watertight, such deck, step or flat shall be made watertight without the use of wood or cement.
Every recess and trunkway required by these regulations to be watertight shall be so constructed as to provide strength and stiffness at all parts not less than that required for watertight bulkheads at a corresponding level.
Every tunnel required by these regulations to be watertight shall be constructed with plating of thicknesses not less than those indicated in Table 1 of Part IV.
Every such tunnel shall be fitted with stiffeners which, if spaced 914 millimetres apart, shall comply with such of the specifications in Table 5 of Part IV as apply to them in the circumstances. Provided that other forms of stiffeners may be used if they afford not less strength and stiffness than the stiffeners indicated in the said Table. If any stiffeners are spaced otherwise than 914 millimetres apart on such a tunnel their strength and stiffness shall be increased or decreased, as the case may be, in direct proportion to their distance apart. The feet of all stiffeners, however spaced, shall overlap the tunnel base angle, and shall be attached thereto.
Every inner skin required by these regulations to be watertight shall be of such strength and construction as will enable it to withstand a head of water up to the margin line.
Subject to the modifications set out in this Part, Part I shall apply in relation to ships of Classes II and II(A) as it applies in relation to ships of Class I.
Every riveted portion of the ship’s internal structure required by these regulations to be watertight shall be constructed as follows—
In ships not exceeding 45.7 metres in length, in accordance with Tables 1A, 2A, 3A, 4 and 5A of Part IV.
In ships 76.2 metres in length and upwards, in accordance with Tables 1, 2, 3, 4 and 5 of Part IV.
In ships between 45.7 metres and 76.2 metres in length, in a manner determined by interpolation between the two foregoing standards. Provided that in ships of any length the subdivision of which is determined in accordance with paragraph 9(1) of Schedule 1, every riveted portion of such internal structure may be constructed in accordance with Tables 1A, 2A, 3A, 4 and 5A of Part IV.
Any bulkheads required by these regulations to be watertight in ships not exceeding 45.7 metres in length and in ships the subdivision of which is determined in accordance with paragraph 9(1) of Schedule 1 may, if the stiffeners comply with the specifications in Table 3B of Part IV, be fitted with stiffeners not having bracket or lug end connections.
No provision.
No provision.
The following tables are to be used to obtain the thickness of plating, size of stiffeners and end connections for watertight bulkheads and tunnels.
The depth at middle line from bulkhead deck to lower edge of plate in Tables 1 and 1A, the height of bulkhead deck above top of stiffener in Tables 2, 3, 2A, 3A and 3B, and, the mean height from base of tunnel to bulkhead deck in Tables 5 and 5A shall in all cases be adjusted where necessary to satisfy the requirements of paragraph 1(1).
Tables 2, 2A, 3, 3A, 3B, 5 and 5A show the moduli (I/y) and moments of inertia (I) of bulkhead stiffeners and tunnel stiffeners respectively.
Moduli and moments of inertia of intermediate lengths of stiffeners, and heights of bulkhead deck above top of stiffeners shall be determined by interpolation. Where the spacing of bulkhead stiffeners differs from 762 millimetres and tunnel stiffeners differs from 914 millimetres, the moduli and moments of inertia of the stiffeners shall be increased or decreased accordingly, in direct proportion to these spacings.
Stiffeners shall not be spaced more than 610 millimetres apart on a collision bulkhead, or more than 914 millimetres on any other watertight bulkhead.
In the case of welded construction, the moduli (I/y) and moments of inertia (I) of the riveted stiffeners obtained by interpolation from the Tables referred to in subparagraph (3) shall be reduced by the amounts given in the following table—
| Type of Stiffener | Table No. | Maximum allowable percentage reduction of | |
| Moduli (I/y) | Moments of Inertia (I) | ||
| BRACKETED ENDS* | |||
| All sections, excluding flats, with all-welded brackets | Table 2 | 15% | 25% |
| Flats with all-welded brackets | ” | 5% | 15% |
| Riveted stiffeners with closely spaced end rivets and all-welded brackets | ” | 10% | 15% |
| LUGGED ENDS | |||
| Stiffeners with efficiently welded ends in lieu of lugs, or with all-welded lugs | Table 3 | 5% | 15% |
| Stiffeners with all-welded lugs of same section extended to adjacent floor or frame | ” | 10% | 15% |
| EXTENDED ENDS | |||
| Stiffeners with efficiently welded ends continued by stiffeners of approximately similar sections in ‘tween decks above, in ‘tween decks or double bottom below, and welded at end or ends | Table 3 | 10% | 15% |
| UNATTACHED ENDS | |||
| Stiffeners without end connections | Table 3 | Nil | 15% |
| CONTINUOUS STIFFENERS | |||
| Stiffeners where extreme ends are bracket, and where intermediate points of support are firm | Table 2 | Nil | 15% |
| Stiffeners where extreme ends are lugged | Tables 2 and 3 | Nil | 15% |
| * Brackets not extended to adjacent floor or beam should be treated as equivalent to lugs. | |||
Obtain the moduli (I/y) and moments of inertia (I) of the proposed welded stiffeners by calculating them in conjunction with the same amount and thickness of plating as assumed for the Tables in this Part. These values should not be less than the reduced (I/y) and (I) values obtained in accordance with sub-subparagraph (a).
Similar percentage reductions to those given in sub-subparagraph (a) may be made to the moduli (I/y), and moments of inertia (I), of the scantlings specified for riveted tunnel stiffeners in Table 5, having regard to the type of end connections. No reductions are permitted in the moduli (I/y) of the scantlings of riveted stiffeners specified in Tables 2A, 3A, 3B and 5A, but the moments of inertia of such scantlings may be reduced up to a maximum of 15%.
| Plating of Collision Bulkhead: Stiffeners spaced 610 mm apart. Plating of Bulkheads (other than the Collision Bulkhead) and Flat Plating of Tunnels: Stiffeners spaced 762 mm apart. Curved Plating of Tunnels: Stiffeners spaced 914 mm apart. | Plating of Bulkheads (other than the Collision Bulkhead) and Flat Plating of Tunnels: Stiffeners spaced 914 mm apart. | ||||
| Depth at Middle Line from Bulkhead Deck to Lower Edge of Plate in metres | Thickness in millimetres | Depth at Middle Line from Bulkhead Deck to Lower Edge of Plate in metres | Thickness in millimetres | ||
| Above | Not Above | Above | Not Above | ||
| － | 2.2 | 6.5 | － | 1.9 | 7.0 |
| 2.2 | 3.4 | 7.0 | 1.9 | 2.95 | 7.5 |
| 3.4 | 4.6 | 7.5 | 2.95 | 4.0 | 8.0 |
| 4.6 | 5.8 | 8.0 | 4.0 | 5.05 | 8.5 |
| 5.8 | 7.0 | 8.5 | 5.05 | 6.1 | 9.0 |
| 7.0 | 8.2 | 9.0 | 6.1 | 7.15 | 9.5 |
| 8.2 | 9.4 | 9.5 | 7.15 | 8.2 | 10.0 |
| 9.4 | 10.6 | 10.0 | 8.2 | 9.25 | 10.5 |
| 10.6 | 11.8 | 10.5 | 9.25 | 10.3 | 11.0 |
| 11.8 | 13.0 | 11.0 | 10.3 | 11.35 | 11.5 |
| 13.0 | 14.2 | 11.5 | 11.35 | 12.4 | 12.0 |
| 14.2 | 15.4 | 12.0 | 12.4 | 13.45 | 12.5 |
| 15.4 | 16.6 | 12.5 | 13.45 | 14.5 | 13.0 |
| 16.6 | 17.8 | 13.0 | 14.5 | 15.55 | 13.5 |
| 17.8 | 19.0 | 13.5 | 15.55 | 16.6 | 14.0 |
| 16.6 | 17.65 | 14.5 | |||
| If the stiffeners are spaced otherwise than is specified above, the thicknesses of the plating shall be such as will result in a strength equivalent to that resulting from the thicknesses and spacings specified above. | |||||
| Table 2 (paragraphs 2, 3 and 8 of this Schedule) | |||||||||||||
| Moduli and moments of inertia of bulkhead stiffeners spaced 762 mm apart and fitted with bracket end connections at top and bottom in accordance with Table 4 | |||||||||||||
| Overall length of stiffener including end connections in metres | Height of bulkhead deck above top of stiffener in metres | ||||||||||||
| 0 | 0.61 | 1.22 | 1.83 | 2.44 | |||||||||
| 2.44 | ↑ | 27.4 | 275 | 34.1 | 383 | 38.3 | 429 | 44.2 | 541 | 63.7 | 920 | ||
| 2.74 | 36.2 | 404 | 44.2 | 541 | 49.3 | 604 | 63.7 | 920 | 70.6 | 1011 | |||
| 3.05 | Angles | 46.9 | 572 | 63.7 | 920 | 67.0 | 966 | 74.2 | 1057 | 89 | 1200 | ||
| 3.35 | 63.7 | 920 | 67.0 | 966 | 89 | 1200 | 99 | 1340 | 111 | 1625 | |||
| 3.66 | ↓ | 74.2 | 1045 | 92 | 1245 | 111 | 1625 | 114 | 1670 | 155 | 2570 | ||
| 3.96 | ↑ | 97 | 1315 | 114 | 1655 | 155 | 2570 | 157 | 2610 | 168 | 2775 | ||
| 4.27 | 114 | 1655 | 155 | 2570 | 163 | 2695 | 174 | 2865 | 217 | 4010 | |||
| 4.57 | 154 | 2570 | 163 | 2695 | 217 | 4010 | 224 | 4125 | 234 | 4305 | |||
| 4.88 | 163 | 2695 | 217 | 4010 | 224 | 4125 | 242 | 4435 | 302 | 6160 | |||
| 5.18 | 217 | 4010 | 224 | 4125 | 258 | 4710 | 302 | 6160 | 310 | 6305 | |||
| 5.49 | Bulb angles | 224 | 4125 | 258 | 4710 | 302 | 6160 | 326 | 6620 | 359 | 7200 | ||
| 5.79 | 258 | 4710 | 302 | 6160 | 331 | 6700 | 397 | 8780 | 406 | 8970 | |||
| 6.10 | 302 | 6160 | 359 | 7200 | 397 | 8780 | 511 | 12035 | 514 | 12095 | |||
| 6.40 | 359 | 7200 | 397 | 8780 | 449 | 9800 | 514 | 12095 | 517 | 12155 | |||
| 6.71 | 397 | 8780 | 449 | 9800 | 511 | 12035 | 554 | 12915 | 587 | 15025 | |||
| 7.01 | 449 | 9800 | 511 | 12035 | 554 | 12915 | 587 | 15025 | 615 | 15610 | |||
| 7.31 | ↓ | 511 | 12035 | 554 | 12915 | 587 | 15025 | 677 | 16940 | 691 | 17210 | ||
| ←—— Channels ——→ | |||||||||||||
| Calculated in conjunction with 610 mm × 10 mm of plating in the case of angle bar stiffeners and 610 mm × 15 mm of plating in the case of bulb angle and channel bar stiffeners. | |||||||||||||
| The figures in each case are the modulus and moment of inertia in centimetres3 and centimetres4 respectively. | |||||||||||||
| (E.R. 3 of 2022) | |||||||||||||
| Table 2 (continued) | |||||||||||
| Moduli and moments of inertia of bulkhead stiffeners spaced 762 mm apart and fitted with bracket end connections at top and bottom in accordance with Table 4 | |||||||||||
| Overall length of stiffener including end connections in metres | Height of bulkhead deck above top of stiffener in metres | ||||||||||
| 3.05 | 3.66 | 4.27 | 4.88 | ||||||||
| 2.44 | ↑ | 65.4 | 943 | 67.0 | 966 | 70.6 | 1011 | 88 | 1200 | ||
2.74 | Angles | 74.2 | 1057 | 88 | 1200 | 97 | 1315 | 111 | 1625 | ||
| ↓ | |||||||||||
| 3.05 | ↑ | 111 | 1625 | 114 | 1655 | 115 | 1670 | 154 | 2570 | ||
| 3.35 | 154 | 2570 | 156 | 2595 | 157 | 2610 | 168 | 2775 | |||
| 3.66 | 163 | 2695 | 168 | 2775 | 217 | 4010 | 220 | 4065 | |||
| 3.96 | 217 | 4010 | 220 | 4065 | 224 | 4125 | 242 | 4435 | |||
| 4.27 | 224 | 4125 | 242 | 4435 | 258 | 4710 | 302 | 6160 | |||
| 4.57 | Bulb angles | 258 | 4710 | 302 | 6160 | 310 | 6305 | 331 | 6700 | ||
| 4.88 | 302 | 6160 | 326 | 6620 | 359 | 7200 | 397 | 8780 | |||
| 5.18 | 359 | 7200 | 397 | 8780 | 406 | 8970 | 511 | 12035 | |||
| 5.49 | 397 | 8780 | 449 | 9800 | 511 | 12035 | 517 | 12155 | |||
| 5.79 | 511 | 12035 | 540 | 12635 | 566 | 13180 | 587 | 15025 | |||
| 6.10 | 540 | 12635 | 566 | 13180 | 587 | 15025 | 615 | 15610 | |||
| 6.40 | ↓ | 580 | 13455 | 587 | 15025 | 677 | 16940 | 691 | 17210 | ||
| 6.71 | ↑ | 593 | 15170 | 677 | 16940 | 705 | 17605 | 757 | 18645 | ||
| 7.01 | Channels | 677 | 16940 | 705 | 17605 | 770 | 18920 | 881 | 20970 | ||
| 7.31 | ↓ | 757 | 18645 | 796 | 19415 | 900 | 21330 | 989 | 30065 | ||
| Calculated in conjunction with 610 mm × 10 mm of plating in the case of angle bar stiffeners and 610 mm × 15 mm of plating in the case of bulb angle and channel bar stiffeners. | |||||||||||
| The figures in each case are the modulus and moment of inertia in centimetres3 and centimetres4 respectively. | |||||||||||
| (E.R. 3 of 2022) | |||||||||||
| Table 2 (continued) | |||||||||||
| Moduli and moments of inertia of bulkhead stiffeners spaced 762 mm apart and fitted with bracket end connections at top and bottom in accordance with Table 4 | |||||||||||
| Overall length of stiffener including end connections in metres | Height of bulkhead deck above top of stiffener in metres | ||||||||||
| 5.49 | 6.10 | 6.71 | 7.31 | ||||||||
| 2.44 | ↑ | 92 | 1245 | 97 | 1315 | 111 | 1625 | 114 | 1655 | ||
| 2.74 | 114 | 1655 | 155 | 2570 | 157 | 2610 | 163 | 2695 | |||
| 3.05 | 157 | 2610 | 163 | 2695 | 174 | 2865 | 217 | 4010 | |||
| 3.35 | 217 | 4010 | 220 | 4065 | 224 | 4125 | 227 | 4185 | |||
| 3.66 | Bulb angles | 224 | 4125 | 234 | 4305 | 258 | 4710 | 302 | 6160 | ||
| 3.96 | 258 | 4710 | 302 | 6160 | 310 | 6305 | 326 | 6620 | |||
| 4.27 | 310 | 6305 | 359 | 7200 | 364 | 7285 | 397 | 8780 | |||
| 4.57 | 359 | 7200 | 397 | 8780 | 449 | 9800 | 511 | 12035 | |||
| 4.88 | 449 | 9800 | 511 | 12035 | 514 | 12095 | 517 | 12155 | |||
| 5.18 | 517 | 12155 | 566 | 13180 | 580 | 13455 | 587 | 15025 | |||
| 5.49 | ↓ | 566 | 13180 | 587 | 15025 | 600 | 15315 | 677 | 16940 | ||
| 5.79 | ↑ | 600 | 15315 | 677 | 16940 | 691 | 17210 | 705 | 17605 | ||
| 6.10 | 677 | 16940 | 705 | 17605 | 757 | 18645 | 783 | 19165 | |||
| 6.40 | Channels | 757 | 18645 | 770 | 18920 | 881 | 20970 | 900 | 21330 | ||
| 6.71 | 881 | 20970 | 900 | 21330 | 989 | 30065 | 999 | 30300 | |||
| 7.01 | 989 | 30065 | 999 | 30300 | 1038 | 31260 | 1079 | 32195 | |||
| 7.31 | ↓ | 1038 | 31260 | 1059 | 31740 | ||||||
| Calculated in conjunction with 610 mm × 10 mm of plating in the case of angle bar stiffeners and 610 mm × 15 mm of plating in the case of bulb angle and channel bar stiffeners. | |||||||||||
| The figures in each case are the modulus and moment of inertia in centimetres3 and centimetres4 respectively. | |||||||||||
| Table 2 (continued) | |||||||||||
| Moduli and moments of inertia of bulkhead stiffeners spaced 762 mm apart and fitted with bracket end connections at top and bottom in accordance with Table 4 | |||||||||||
| Overall length of stiffener including end connections in metres | Height of bulkhead deck above top of stiffener in metres | ||||||||||
| 7.92 | 8.53 | 9.14 | 9.75 | ||||||||
| 2.44 | ↑ | 123 | 1785 | 155 | 2570 | 157 | 2610 | 160 | 2650 | ||
| 2.74 | 163 | 2695 | 174 | 2865 | 217 | 4010 | 219 | 4050 | |||
| 3.05 | 219 | 4050 | 221 | 4085 | 224 | 4125 | 234 | 4305 | |||
| 3.35 | Bulb angles | 242 | 4435 | 258 | 4710 | 302 | 6160 | 306 | 6235 | ||
| 3.66 | 306 | 6235 | 310 | 6305 | 331 | 6700 | 359 | 7200 | |||
| 3.96 | 359 | 7200 | 397 | 8780 | 401 | 8880 | 406 | 8970 | |||
| 4.27 | 406 | 8970 | 449 | 9800 | 511 | 12035 | 514 | 12095 | |||
| 4.57 | 514 | 12095 | 517 | 12155 | 554 | 12915 | 580 | 13455 | |||
| 4.88 | ↓ | 566 | 13180 | 587 | 15025 | 590 | 15100 | 593 | 15170 | ||
| 5.18 | ↑ | 590 | 15100 | 677 | 16940 | 684 | 17080 | 691 | 17210 | ||
| 5.49 | 684 | 17080 | 705 | 17605 | 757 | 18645 | 770 | 18920 | |||
| 5.79 | Channels | 757 | 18645 | 783 | 19165 | 881 | 20970 | 900 | 21330 | ||
| 6.10 | 881 | 20970 | 900 | 21330 | 989 | 30065 | 999 | 30300 | |||
| 6.40 | 989 | 30065 | 999 | 30300 | 1038 | 31260 | 1079 | 32195 | |||
| 6.71 | ↓ | 1038 | 31260 | 1079 | 32195 | ||||||
| Calculated in conjunction with 610 mm × 10 mm of plating in the case of angle bar stiffeners and 610 mm × 15 mm of plating in the case of bulb angle and channel bar stiffeners. | |||||||||||
| The figures in each case are the modulus and moment of inertia in centimetres3 and centimetres4 respectively. | |||||||||||
| Table 2 (continued) | |||||||||||
| Moduli and moments of inertia of bulkhead stiffeners spaced 762 mm apart and fitted with bracket end connections at top and bottom in accordance with Table 4 | |||||||||||
| Overall length of stiffener including end connections in metres | Height of bulkhead deck above top of stiffener in metres | ||||||||||
| 10.36 | 10.97 | 11.58 | 12.19 | ||||||||
| 2.44 | ↑ | 163 | 2695 | 166 | 2735 | 174 | 2865 | 217 | 4010 | ||
| 2.74 | 221 | 4085 | 224 | 4125 | 227 | 4185 | 234 | 4305 | |||
| 3.05 | Bulb angles | 250 | 4585 | 258 | 4710 | 302 | 6160 | 306 | 6235 | ||
| 3.35 | 310 | 6305 | 326 | 6620 | 331 | 6700 | 359 | 7200 | |||
| 3.66 | 364 | 7285 | 397 | 8780 | 401 | 8880 | 449 | 9800 | |||
| 3.96 | 449 | 9800 | 511 | 12035 | 514 | 12095 | 517 | 12155 | |||
| 4.27 | ↓ | 517 | 12155 | 554 | 12915 | 580 | 13455 | 587 | 15025 | ||
| 4.57 | ↑ | 587 | 15025 | 590 | 15100 | 593 | 15170 | 677 | 16940 | ||
| 4.88 | 677 | 16940 | 691 | 17210 | 705 | 17605 | 757 | 18645 | |||
| 5.18 | Channels | 757 | 18645 | 770 | 18920 | 783 | 19165 | 881 | 20970 | ||
| 5.49 | 881 | 20970 | 887 | 21080 | 900 | 21330 | 989 | 30065 | |||
| 5.79 | 989 | 30065 | 999 | 30300 | 1038 | 31260 | 1059 | 31740 | |||
| 6.10 | ↓ | 1038 | 31260 | 1059 | 31740 | ||||||
| Calculated in conjunction with 610 mm × 10 mm of plating in the case of angle bar stiffeners and 610 mm × 15 mm of plating in the case of bulb angle and channel bar stiffeners. | |||||||||||
| The figures in each case are the modulus and moment of inertia in centimetres3 and centimetres4 respectively. | |||||||||||
| Table 3 (paragraphs 2, 3 and 8 of this Schedule) | |||||||||||||
| Moduli and moments of inertia of bulkhead stiffeners spaced 762 mm apart and fitted with lug end connections at top and bottom in accordance with Table 4 | |||||||||||||
| Overall length of stiffener including end connections in metres | Height of bulkhead deck above top of stiffener in metres | ||||||||||||
| 0 | 0.61 | 1.22 | 1.83 | 2.44 | |||||||||
| 2.44 | ↑ | † 38.3 | 429 | 49.3 | 604 | 63.7 | 920 | 74.2 | 1045 | 92 | 1245 | ||
| 2.74 | Angles | † 63.7 | 920 | 67.0 | 966 | 92 | 1245 | 99 | 1340 | 111 | 1625 | ||
| 3.05 | ↓ | † 74.2 | 1045 | 97 | 1315 | 111 | 1625 | 155 | 2570 | 157 | 2610 | ||
| 3.35 | ↑ | 99 | 1340 | 114 | 1670 | 155 | 2570 | 163 | 2695 | 174 | 2865 | ||
| 3.66 | 123 | 1785 | 155 | 2570 | 168 | 2775 | 217 | 4010 | 220 | 4065 | |||
| 3.96 | 155 | 2570 | 174 | 2865 | 217 | 4010 | 234 | 4305 | 258 | 4710 | |||
| 4.27 | 177 | 2910 | 217 | 4010 | 258 | 4710 | 302 | 6160 | 310 | 6305 | |||
| 4.57 | Bulb angles | 217 | 4010 | 260 | 4755 | 302 | 6160 | 331 | 6700 | 397 | 8780 | ||
| 4.88 | 258 | 4710 | 302 | 6160 | 359 | 7200 | 397 | 8780 | 439 | 9595 | |||
| 5.18 | 310 | 6305 | 359 | 7200 | 406 | 8970 | 511 | 12035 | 517 | 12155 | |||
| 5.49 | 359 | 7200 | 422 | 9280 | 511 | 12035 | 517 | 12155 | 593 | 13725 | |||
| 5.79 | 406 | 8970 | 511 | 12035 | 523 | 12285 | 587 | 15025 | 600 | 15170 | |||
| 6.10 | 511 | 12035 | 542 | 12660 | 587 | 15025 | 677 | 16940 | 691 | 17210 | |||
| 6.40 | ↓ | 542 | 12660 | 587 | 15025 | 677 | 16940 | 705 | 17605 | 757 | 18645 | ||
| 6.71 | ↑ | 587 | 15025 | 677 | 16940 | 705 | 17605 | 783 | 19165 | 881 | 20970 | ||
| 7.01 | Channels | 677 | 16940 | 705 | 17605 | 796 | 19415 | 900 | 21330 | 989 | 30065 | ||
| 7.31 | ↓ | 705 | 17605 | 810 | 19645 | 925 | 21770 | 989 | 30065 | 1059 | 31740 | ||
| Calculated in conjunction with 610 mm × 10 mm of plating in the case of angle bar stiffeners and 610 mm × 15 mm of plating in the case of bulb angle and channel bar stiffeners. | |||||||||||||
| The figures in each case are the modulus and moment of inertia in centimetres3 and centimetres4 respectively. | |||||||||||||
| The ends of upper between deck stiffeners marked † may be riveted to boundary bars only without lug end connections. | |||||||||||||
| Table 3 (continued) | |||||||||||
| Moduli and moments of inertia of bulkhead stiffeners spaced 762 mm apart and fitted with lug end connections at top and bottom in accordance with Table 4 | |||||||||||
| Overall length of stiffener including end connections in metres | Height of bulkhead deck above top of stiffener in metres | ||||||||||
| 3.05 | 3.66 | 4.27 | 4.88 | ||||||||
| 2.44 | ↑ | 99 | 1340 | 111 | 1625 | 125 | 1820 | 155 | 2570 | ||
| 2.74 | 123 | 1785 | 155 | 2570 | 163 | 2695 | 168 | 2775 | |||
| 3.05 | 163 | 2695 | 174 | 2865 | 217 | 4010 | 220 | 4065 | |||
| 3.35 | 217 | 4010 | 224 | 4125 | 242 | 4435 | 258 | 4710 | |||
| 3.66 | Bulb angles | 242 | 4435 | 302 | 6160 | 306 | 6235 | 310 | 6305 | ||
| 3.96 | 302 | 6160 | 326 | 6620 | 359 | 7200 | 397 | 8780 | |||
| 4.27 | 359 | 7200 | 397 | 8780 | 422 | 9280 | 511 | 12035 | |||
| 4.57 | 406 | 8970 | 449 | 9800 | 511 | 12035 | 523 | 12285 | |||
| 4.88 | 511 | 12035 | 517 | 12155 | 523 | 12285 | 587 | 15025 | |||
| 5.18 | ↓ | 542 | 12660 | 593 | 13725 | 593 | 15170 | 677 | 16940 | ||
| 5.49 | ↑ | 587 | 15025 | 677 | 16940 | 705 | 17605 | 757 | 18645 | ||
| 5.79 | 677 | 16940 | 757 | 18645 | 783 | 19165 | 881 | 20970 | |||
| 6.10 | Channels | 757 | 18645 | 881 | 20970 | 900 | 21330 | 989 | 30065 | ||
| 6.40 | 881 | 20970 | 989 | 30065 | 999 | 30300 | 1079 | 32195 | |||
| 6.71 | 989 | 30065 | 1038 | 31260 | |||||||
| 7.01 | ↓ | 1038 | 31260 | ||||||||
| Calculated in conjunction with 610 mm × 10 mm of plating in the case of angle bar stiffeners and 610 mm × 15 mm of plating in the case of bulb angle and channel bar stiffeners. | |||||||||||
| The figures in each case are the modulus and moment of inertia in centimetres3 and centimetres4 respectively. | |||||||||||
| Table 3 (continued) | |||||||||||
| Moduli and moments of inertia of bulkhead stiffeners spaced 762 mm apart and fitted with lug end connections at top and bottom in accordance with Table 4 (E.R. 3 of 2022) | |||||||||||
| Overall length of stiffener including end connections in metres | Height of bulkhead deck above top of stiffener in metres | ||||||||||
| 5.49 | 6.10 | 6.71 | 7.31 | ||||||||
| 2.44 | ↑ | 157 | 2610 | 163 | 2695 | 168 | 2775 | 177 | 2910 | ||
| 2.74 | 191 | 3130 | 217 | 4010 | 224 | 4125 | 234 | 4305 | |||
| 3.05 | 234 | 4305 | 258 | 4710 | 302 | 6160 | 306 | 6235 | |||
| 3.35 | Bulb angles | 302 | 6160 | 310 | 6305 | 331 | 6700 | 359 | 7200 | ||
| 3.66 | 359 | 7200 | 397 | 8780 | 406 | 8970 | 428 | 9385 | |||
| 3.96 | 422 | 9280 | 511 | 12035 | 514 | 12095 | 517 | 12155 | |||
| 4.27 | 511 | 12035 | 523 | 12285 | 587 | 13590 | 593 | 15025 | |||
| 4.57 | ↓ | 593 | 13725 | 587 | 15025 | 677 | 16940 | 691 | 17210 | ||
| 4.88 | ↑ | 615 | 15610 | 677 | 16940 | 705 | 17605 | 757 | 18645 | ||
| 5.18 | 705 | 17605 | 757 | 18645 | 881 | 20970 | 900 | 21330 | |||
| 5.49 | Channels | 881 | 20970 | 900 | 21330 | 989 | 30065 | 999 | 30300 | ||
| 5.79 | 989 | 30065 | 999 | 30300 | 1038 | 31260 | |||||
| 6.10 | ↓ | 1038 | 31260 | 1110 | 32875 | ||||||
| Calculated in conjunction with 610 mm × 10 mm of plating in the case of angle bar stiffeners and 610 mm × 15 mm of plating in the case of bulb angle and channel bar stiffeners. | |||||||||||
| The figures in each case are the modulus and moment of inertia in centimetres3 and centimetres4 respectively. | |||||||||||
| Table 3 (continued) | |||||||||||
| Moduli and moments of inertia of bulkhead stiffeners spaced 762 mm apart and fitted with lug end connections at top and bottom in accordance with Table 4 | |||||||||||
| Overall length of stiffener including end connections in metres | Height of bulkhead deck above top of stiffener in metres | ||||||||||
| 7.92 | 8.53 | 9.14 | 9.75 | ||||||||
| 2.44 | ↑ | 217 | 4010 | 220 | 4065 | 224 | 4125 | 234 | 4305 | ||
| 2.74 | 258 | 4710 | 302 | 6160 | 304 | 6210 | 307 | 6260 | |||
| 3.05 | Bulb angles | 310 | 6305 | 331 | 6700 | 359 | 7200 | 397 | 8780 | ||
| 3.35 | 397 | 8780 | 406 | 8970 | 449 | 9800 | 511 | 12035 | |||
| 3.66 | 449 | 9800 | 511 | 12035 | 523 | 12285 | 566 | 13180 | |||
| 3.96 | ↓ | 566 | 13180 | 587 | 13590 | 601 | 15025 | 615 | 15610 | ||
| 4.27 | ↑ | 615 | 15610 | 677 | 16940 | 691 | 17275 | 705 | 17605 | ||
| 4.57 | 705 | 17605 | 757 | 18645 | 783 | 19165 | 881 | 20970 | |||
| 4.88 | Channels | 881 | 20970 | 887 | 21080 | 989 | 30065 | 999 | 30300 | ||
| 5.18 | 989 | 30065 | 999 | 30300 | 1038 | 31260 | 1079 | 32195 | |||
| 5.49 | ↓ | 1038 | 31260 | 1109 | 32875 | ||||||
| Calculated in conjunction with 610 mm × 10 mm of plating in the case of angle bar stiffeners and 610 mm × 15 mm of plating in the case of bulb angle and channel bar stiffeners. | |||||||||||
| The figures in each case are the modulus and moment of inertia in centimetres3 and centimetres4 respectively. | |||||||||||
| Table 3 (continued) | |||||||||||
| Moduli and moments of inertia of bulkhead stiffeners spaced 762 mm apart and fitted with lug end connections at top and bottom in accordance with Table 4 | |||||||||||
| Overall length of stiffener including end connections in metres | Height of bulkhead deck above top of stiffener in metres | ||||||||||
| 10.36 | 10.97 | 11.58 | 12.19 | ||||||||
| 2.44 | ↑ | 249 | 4560 | 302 | 6160 | 306 | 6235 | 310 | 6305 | ||
| 2.74 | 310 | 6305 | 331 | 6700 | 359 | 7200 | 397 | 8780 | |||
| 3.05 | Bulb angles | 401 | 8880 | 406 | 8970 | 449 | 9800 | 511 | 12035 | ||
| 3.35 | 514 | 12095 | 517 | 12155 | 523 | 12285 | 566 | 13180 | |||
| 3.66 | ↓ | 587 | 13590 | 590 | 15025 | 593 | 15170 | 677 | 16940 | ||
| 3.96 | ↑ | 677 | 16940 | 684 | 17080 | 691 | 17210 | 757 | 18645 | ||
| 4.27 | Channels | 757 | 18645 | 770 | 18920 | 881 | 20970 | 887 | 21080 | ||
| 4.57 | 887 | 21080 | 989 | 30065 | 999 | 30300 | 1038 | 31260 | |||
| 4.88 | ↓ | 1038 | 31260 | 1048 | 31495 | 1079 | 32195 | ||||
| Calculated in conjunction with 610 mm × 10 mm of plating in the case of angle bar stiffeners and 610 mm × 15 mm of plating in the case of bulb angle and channel bar stiffeners. | |||||||||||
| The figures in each case are the modulus and moment of inertia in centimetres3 and centimetres4 respectively. | |||||||||||
| Table 4 (paragraphs 2, 8 and 10 of this Schedule)End Connections for Stiffeners | |||||||
| Type and Depth of Stiffener | Bracket End Connections | Lug End Connections | |||||
| dimensions in millimetres | Thickness of Bracket in mms | Width of Flange in mms | Number and Size of Rivets in each arm of Bracket diameter in mm | Number and Size of Rivets in Lugs diameter in mm | |||
| Angles 150 and under ... | 8.5 | 3 @ 19 diameter | 2 @ 19 diameter | ||||
| Bulb angles 150 and under | 9.0 | 3 @ 19 ,, | 2 @ 19 ,, | ||||
| Bulb angles 180 ,, ,, | 10.0 | 4 @ 19 ,, | 3 @ 19 ,, | ||||
| ,, ,, 200 ,, ,, | 10.5 | 5 @ 19 ,, | 3 @ 19 ,, | ||||
| ,, ,, 230 ,, ,, | ↑ | 8.5 | 55 | 6 @ 19 ,, | 4 @ 19 ,, | ||
| ,, ,, 250 ,, ,, | 9 | 65 | 7 @ 19 ,, | 4 @ 19 ,, | |||
| ,, ,, 280 ,, ,, | 10 | 70 | 7 @ 22 ,, | 4 @ 22 ,, | |||
,, ,, 300 ,, ,, | Flanged | 10 | 75 | 8 @ 22 ,, | 5 @ 22 ,, | ||
Channels 300 × 90 × 90 ... | 10 | 75 | 9 @ 22 ,, | 6 @ 22 ,, | |||
| ,, 300 × 100 × 100 | 10 | 75 | 10 @ 22 ,, | 7 @ 22 ,, | |||
| ,, 380 × 100 × 100 | ↓ | 11 | 90 | 13 @ 22 ,, | 8 @ 22 ,, | ||
| (1) | The distance from the heel of the boundary bar to the extremities of the arms of the bracket shall not be less than two and one-half times the depth of the stiffener to which the bracket is connected. | ||||||
| (2) | The overlap of stiffeners on brackets shall not be less than ·12 of the span. | ||||||
| Table 5 (paragraphs 5 and 8 of this Schedule) | |||||||||||||||
| Moduli and moments of inertia of tunnel stiffeners spaced 914 mm apart (E.R. 3 of 2022) | |||||||||||||||
| Mean height from base of tunnel to bulkhead deck in metres | Height from base of tunnel to the top of flat side in metres | ||||||||||||||
| 0.91 | 1.22 | 1.52 | 1.83 | 2.13 | 2.44 | ||||||||||
| 3.66 | ↑ | 12.8 | 104 | 23.6 | 239 | 34.1 | 383 | 46.9 | 572 | 63.7 | 920 | 88 | 1200 | ||
| 4.88 | 17.9 | 159 | 27.4 | 275 | 44.2 | 541 | 63.7 | 920 | 88 | 1200 | 111 | 1625 | |||
| 6.10 | 18.5 | 164 | 34.1 | 383 | 63.7 | 920 | 74.2 | 1045 | 111 | 1625 | 155 | 2570 | |||
| 7.31 | 25.4 | 256 | 44.2 | 541 | 67.0 | 966 | 97 | 1315 | 114 | 1670 | 163 | 2695 | |||
| 8.53 | 27.4 | 275 | 49.3 | 604 | 77.8 | 1103 | 111 | 1625 | 155 | 2570 | 217 | 4010 | |||
| 9.75 | Angles | 34.1 | 383 | 63.7 | 920 | 97 | 1315 | 155 | 2570 | 168 | 2775 | 224 | 4125 | ||
| 10.97 | 36.2 | 404 | 67.0 | 966 | 111 | 1625 | 159 | 2630 | 188 | 3085 | 242 | 4435 | |||
| 12.19 | 38.3 | 429 | 74.2 | 1057 | 114 | 1655 | 163 | 2695 | 224 | 4125 | 302 | 6160 | |||
| 13.41 | 44.2 | 541 | 77.8 | 1103 | 155 | 2570 | 217 | 4010 | 242 | 4435 | 310 | 6305 | |||
| 14.63 | 49.3 | 604 | 88 | 1200 | 159 | 2630 | 220 | 4065 | 258 | 4710 | 331 | 6700 | |||
| 15.85 | 63.7 | 920 | 97 | 1315 | 163 | 2695 | 224 | 4125 | 302 | 6160 | 397 | 8780 | |||
| 17.07 | 65.4 | 943 | 111 | 1625 | 168 | 2775 | 242 | 4435 | 310 | 6305 | 406 | 8970 | |||
| 18.29 | ↓ | 67.0 | 966 | 114 | 1655 | 217 | 4010 | 258 | 4710 | 359 | 7200 | 449 | 9800 | ||
| ← Angles —→ | ←—————————— Bulb angles ———————————→ | ||||||||||||||
| In conjunction with 610 mm × 10 mm of plating in the case of angle bar stiffeners and 610 mm × 15 mm of plating in the case of bulb angle and channel bar stiffeners. | |||||||||||||||
| The figures in each case are the modulus and moment of inertia in centimetres3 and centimetres4 respectively. | |||||||||||||||
| Table 1A (paragraphs 8 and 10 of this Schedule)Thicknesses of Bulkhead and Tunnel Plating | |||||||
| Plating of Collision Bulkhead: Stiffeners spaced 610 mm apart. Plating of Bulkheads (other than the Collision Bulkhead) and Flat Plating of Tunnels: Stiffeners spaced 762 mm apart. Curved Plating of Tunnels: Stiffeners spaced 914 mm apart. | Plating of Bulkheads (other than the Collision Bulkhead) and Flat Plating of Tunnels: Stiffeners spaced 914 mm apart. | ||||||
| Depth at Middle Line from Bulkhead Deck to Lower Edge of Plate in metres | Thickness in millimetres | Depth at Middle Line from Bulkhead Deck to Lower Edge of Plate in metres | Thickness in millimetres | ||||
| Above | Not Above | Above | Not Above | ||||
| － | 2.0 | 4.5 | － | 2.3 | 5.5 | ||
| 2.0 | 2.6 | 5.0 | 2.3 | 2.9 | 6.0 | ||
| 2.6 | 3.2 | 5.5 | 2.9 | 3.5 | 6.5 | ||
| 3.2 | 4.0 | 6.0 | 3.5 | 4.1 | 7.0 | ||
| 4.0 | 4.8 | 6.5 | 4.1 | 4.7 | 7.5 | ||
| 4.8 | 5.65 | 7.0 | 4.7 | 5.3 | 8.0 | ||
| 5.65 | 6.5 | 7.5 | 5.3 | 6.1 | 8.5 | ||
| 6.5 | 7.45 | 8.0 | 6.1 | 6.9 | 9.0 | ||
| 7.45 | 8.4 | 8.5 | 6.9 | 7.7 | 9.5 | ||
| 8.4 | 9.3 | 9.0 | 7.7 | 8.5 | 10.0 | ||
| 8.5 | 9.5 | 10.5 | |||||
| If the stiffeners are spaced otherwise than is specified above, the thicknesses of the plating shall be such as will result in a strength equivalent to that resulting from the thicknesses and spacings specified above. | |||||||
| Table 2A (paragraphs 8 and 10 of this Schedule) | |||||||||||||
| Moduli and moments of inertia of bulkhead stiffeners spaced 762 mm apart and fitted with bracket end connections at top and bottom in accordance with Table 4 | |||||||||||||
| Overall length of stiffener including end connections in metres | Height of bulkhead deck above top of stiffener in metres | ||||||||||||
| 0 | 0.61 | 1.22 | 1.83 | 2.44 | |||||||||
| 1.83 | ↑ | 22.7 | 231 | ||||||||||
| 2.13 | 32.0 | 358 | |||||||||||
| 2.44 | 12.8 | 104 | 18.5 | 164 | 25.4 | 256 | 34.1 | 383 | 41.8 | 510 | |||
| 2.74 | Angles | 18.5 | 164 | 25.4 | 256 | 34.1 | 383 | 41.8 | 510 | 63.7 | 920 | ||
| 3.05 | 25.4 | 256 | 34.1 | 383 | 44.2 | 541 | 63.7 | 920 | 72 | 1060 | |||
| 3.35 | 34.1 | 383 | 44.2 | 541 | 63.7 | 920 | 72 | 1060 | 88 | 1200 | |||
| 3.66 | 44.2 | 541 | 63.7 | 920 | 72 | 1060 | 88 | 1200 | 111 | 1625 | |||
| 3.96 | ↓ | 63.7 | 920 | 72 | 1060 | 88 | 1200 | 111 | 1625 | 155 | 2570 | ||
| 4.27 | ↑ | 72 | 1060 | 88 | 1200 | 111 | 1625 | 155 | 2570 | 163 | 2695 | ||
| 4.57 | 88 | 1200 | 111 | 1625 | 155 | 2570 | 163 | 2695 | 174 | 2865 | |||
| 4.88 | Bulb angles | 111 | 1625 | 155 | 2570 | 163 | 2695 | 217 | 4010 | 224 | 4125 | ||
| 5.18 | 155 | 2570 | 163 | 2695 | 217 | 4010 | 224 | 4125 | 258 | 4710 | |||
| 5.49 | 163 | 2695 | 217 | 4010 | 224 | 4125 | 258 | 4710 | 302 | 6160 | |||
| 5.79 | 217 | 4010 | 224 | 4125 | 258 | 4710 | 302 | 6160 | 310 | 6305 | |||
| 6.10 | ↓ | 224 | 4125 | 258 | 4710 | 302 | 6160 | 310 | 6305 | 359 | 7200 | ||
| In conjunction with 610 mm × 10 mm of plating in the case of angle bar stiffeners and 610 mm × 15 mm of plating in the case of bulb angle and channel bar stiffeners. | |||||||||||||
| The figures in each case are the modulus and moment of inertia in centimetres3 and centimetres4 respectively. | |||||||||||||
| Table 2A (continued) | |||||||||||||
| Moduli and moments of inertia of bulkhead stiffeners spaced 762 mm apart and fitted with bracket end connections at top and bottom in accordance with Table 4 | |||||||||||||
| Overall length of stiffener including end connections in metres | Height of bulkhead deck above top of stiffener in metres | ||||||||||||
| 3.05 | 3.66 | 4.27 | 4.88 | 5.49 | |||||||||
| 1.83 | ↑ | 23.6 | 239 | 27.4 | 275 | 31.0 | 308 | 34.1 | 383 | 36.2 | 404 | ||
| 2.13 | Angles | 34.1 | 383 | 36.2 | 404 | 41.8 | 510 | 46.9 | 572 | 49.3 | 604 | ||
| 2.44 | 63.7 | 920 | 65.4 | 945 | 67.0 | 966 | 72 | 1040 | 74 | 1105 | |||
| 2.74 | ↓ | 67.0 | 966 | 72 | 1040 | 74 | 1105 | 88 | 1200 | 92 | 1245 | ||
| 3.05 | ↑ | 74 | 1105 | 92 | 1245 | 97 | 1315 | 111 | 1625 | 114 | 1655 | ||
| 3.35 | 92 | 1245 | 111 | 1625 | 155 | 2570 | 157 | 2610 | 163 | 2695 | |||
| 3.66 | 114 | 1655 | 155 | 2570 | 163 | 2695 | 168 | 2775 | 217 | 4010 | |||
| 3.96 | 157 | 2610 | 163 | 2695 | 217 | 4010 | 220 | 4065 | |||||
| 4.27 | Bulb angles | 168 | 2775 | 217 | 4010 | 224 | 4125 | 227 | 4185 | ||||
| 4.57 | 217 | 4010 | 224 | 4125 | 258 | 4710 | |||||||
| 4.88 | 227 | 4185 | 258 | 4710 | 302 | 6160 | |||||||
| 5.18 | 302 | 6160 | 310 | 6305 | |||||||||
| 5.49 | 310 | 6305 | 359 | 7200 | |||||||||
| 5.79 | 359 | 7200 | |||||||||||
| 6.10 | ↓ | 397 | 8780 | ||||||||||
| In conjunction with 610 mm × 10 mm of plating in the case of angle bar stiffeners and 610 mm × 15 mm of plating in the case of bulb angle and channel bar stiffeners. | |||||||||||||
| The figures in each case are the modulus and moment of inertia in centimetres3 and centimetres4 respectively. | |||||||||||||
| Table 3A (paragraphs 8 and 10 of this Schedule) | |||||||||||||
| Moduli and moments of inertia of bulkhead stiffeners spaced 762 mm apart and fitted with lug end connections at top and bottom in accordance with Table 4 | |||||||||||||
| Overall length of stiffener including end connections in metres | Height of bulkhead deck above top of stiffener in metres | ||||||||||||
| 0 | 0.61 | 1.22 | 1.83 | 2.44 | |||||||||
| 2.44 | ↑ | 63.7 | 920 | ||||||||||
| 2.74 | 44.2 | 541 | 63.7 | 920 | 70.6 | 1011 | 88 | 1200 | |||||
| 3.05 | Angles | 41.8 | 510 | 63.7 | 920 | 74.2 | 1057 | 92 | 1245 | 114 | 1670 | ||
| 3.35 | 63.7 | 920 | 88 | 1200 | 99 | 1340 | 114 | 1670 | 115 | 2570 | |||
| 3.66 | ↓ | 70.6 | 1011 | 111 | 1625 | 123 | 1780 | 155 | 2570 | 174 | 2865 | ||
| 3.96 | ↑ | 111 | 1625 | 155 | 2570 | 163 | 2695 | 177 | 2190 | 217 | 4010 | ||
| 4.27 | 155 | 2570 | 163 | 2695 | 217 | 4010 | 224 | 4125 | 258 | 4710 | |||
| 4.57 | Bulb angles | 163 | 2695 | 217 | 4010 | 224 | 4125 | 258 | 4710 | 302 | 6160 | ||
| 4.88 | 174 | 2865 | 224 | 4125 | 258 | 4710 | 302 | 6160 | 359 | 7200 | |||
| 5.18 | 217 | 4010 | 258 | 4710 | 302 | 6160 | 359 | 7200 | 397 | 8780 | |||
| 5.49 | 258 | 4710 | 302 | 6160 | 359 | 7200 | 406 | 8970 | 511 | 12035 | |||
| 5.79 | 302 | 6160 | 359 | 7200 | 406 | 8970 | 511 | 12035 | 542 | 12660 | |||
| 6.10 | ↓ | 359 | 7200 | 406 | 8970 | 511 | 12035 | 542 | 12660 | 587 | 15025 | ||
| ← Channels → | |||||||||||||
| Calculated in conjunction with 610 mm × 10 mm of plating in the case of angle bar stiffeners and 610 mm × 15 mm of plating in the case of bulb angle and channel bar stiffeners. | |||||||||||||
| The figures in each case are the modulus and moment of inertia in centimetres3 and centimetres4 respectively. | |||||||||||||
| Table 3A (continued) | ||||||||||||||
| Moduli and moments of inertia of bulkhead stiffeners spaced 762 mm apart and fitted with lug end connections at top and bottom in accordance with Table 4 | ||||||||||||||
| Overall length of stiffener including end connections in metres | Height of bulkhead deck above top of stiffener in metres | |||||||||||||
| 3.05 | 3.66 | 4.27 | 4.88 | 5.49 | ||||||||||
| 2.44 | Angles | ↑ ↓ | 74.2 | 1057 | 88 | 1200 | 93 | 1270 | 111 | 1625 | 114 | 1670 | ||
| 2.74 | ↑ | 97 | 1315 | 111 | 1625 | 155 | 2570 | 157 | 2610 | 163 | 2695 | |||
| 3.05 | 155 | 2570 | 157 | 2610 | 163 | 2695 | 177 | 2910 | 217 | 4010 | ||||
| 3.35 | 163 | 2695 | 177 | 2910 | 217 | 4010 | 224 | 4125 | 242 | 4435 | ||||
| 3.66 | 217 | 4010 | 227 | 4185 | 242 | 4435 | 302 | 6160 | 310 | 6305 | ||||
| 3.96 | Bulb angles | 234 | 4305 | 258 | 4710 | 302 | 6160 | 326 | 6620 | |||||
| 4.27 | 302 | 6160 | 310 | 6305 | 359 | 7200 | 397 | 8780 | ||||||
| 4.57 | 359 | 7200 | 397 | 8780 | 406 | 8970 | ||||||||
| 4.88 | 397 | 8780 | 449 | 9800 | 511 | 12035 | ||||||||
| 5.18 | 511 | 12035 | 517 | 12155 | ||||||||||
| 5.49 | ↓ | 523 | 12285 | 587 | 15025 | |||||||||
| 5.79 | ↑ | 587 | 15025 | |||||||||||
| Channels | ||||||||||||||
| 6.10 | ↓ | 628 | 15880 | |||||||||||
| ←—— Channels ———→ | ||||||||||||||
| Calculated in conjunction with 610 mm × 10 mm of plating in the case of angle bar stiffeners and 610 mm × 15 mm of plating in the case of bulb angle and channel bar stiffeners. | ||||||||||||||
| The figures in each case are the modulus and moment of inertia in centimetres3 and centimetres4 respectively. | ||||||||||||||
| Table 3B (paragraphs 8 and 10 of this Schedule) | |||||||||||||
| Moduli and moments of inertia of bulkhead stiffeners spaced 762 mm apart and not fitted with bracket or lug end connections (E.R. 3 of 2022) | |||||||||||||
| Overall length of stiffener including end connections in metres | Height of bulkhead deck above top of stiffener in metres | ||||||||||||
| 0 | 0.61 | 1.22 | 1.83 | 2.44 | |||||||||
| 1.83 | ↑ | 12.3 | 99 | 18.5 | 164 | 25.4 | 256 | 29.2 | 291 | 36.2 | 404 | ||
| 2.13 | 17.9 | 159 | 25.4 | 256 | 34.1 | 383 | 44.2 | 541 | 63.7 | 920 | |||
| 2.44 | Angles | 22.7 | 231 | 34.1 | 383 | 46.9 | 572 | 63.7 | 920 | 74.2 | 1057 | ||
| 2.74 | 34.1 | 383 | 63.7 | 920 | 67.0 | 966 | 88 | 1200 | 111 | 1625 | |||
| 3.05 | 63.7 | 920 | 67.0 | 966 | 88 | 1200 | 111 | 1625 | 155 | 2570 | |||
| 3.35 | ↓ | 67.0 | 966 | 88 | 1200 | 114 | 1655 | 155 | 2570 | 163 | 2695 | ||
| 3.66 | ↑ | 88 | 1200 | 114 | 1655 | 155 | 2570 | 174 | 2865 | 217 | 4010 | ||
| 3.96 | 111 | 1625 | 155 | 2570 | 174 | 2865 | 217 | 4010 | 242 | 4435 | |||
| 4.27 | 155 | 2570 | 174 | 2865 | 224 | 4125 | 258 | 4710 | 302 | 6160 | |||
| 4.57 | Bulb angles | 168 | 2775 | 224 | 4125 | 250 | 4585 | 302 | 6160 | 359 | 7200 | ||
| 4.88 | 217 | 4010 | 258 | 4710 | 302 | 6160 | 359 | 7200 | 397 | 8780 | |||
| 5.18 | 242 | 4435 | 302 | 6160 | 359 | 7200 | 422 | 9280 | 511 | 12035 | |||
| 5.49 | 302 | 6160 | 359 | 7200 | 422 | 9280 | 511 | 12035 | 554 | 12915 | |||
| 5.79 | 359 | 7200 | 406 | 8970 | 511 | 12035 | 566 | 13180 | 587 | 15025 | |||
| 6.10 | ↓ | 397 | 8780 | 511 | 12035 | 554 | 12915 | 587 | 15025 | 677 | 16940 | ||
| ←—— Channels —→ | |||||||||||||
| In conjunction with 610 mm × 10 mm of plating in the case of angle bar stiffeners and 610 mm × 15 mm of plating in the case of bulb angle and channel bar stiffeners. | |||||||||||||
| The figures in each case are the modulus and moment of inertia in centimetres3 and centimetres4 respectively. | |||||||||||||
| Table 3B (continued) | ||||||||||||||
| Moduli and moments of inertia of bulkhead stiffeners spaced 762 mm apart and not fitted with bracket or lug end connections (E.R. 3 of 2022) | ||||||||||||||
| Overall length of stiffener including end connections in metres | Height of bulkhead deck above top of stiffener in metres | |||||||||||||
| 3.05 | 3.66 | 4.27 | 4.88 | 5.49 | ||||||||||
| 1.83 | ↑ | 44.2 | 541 | 63.7 | 920 | 65.4 | 943 | 67.0 | 966 | 74.2 | 1057 | |||
| Angles | ||||||||||||||
| 2.13 | ↓ | 67.0 | 966 | 74.2 | 1057 | 89 | 1200 | 92 | 1245 | 111 | 1625 | |||
| 2.44 | ↑ | 89 | 1200 | 111 | 1625 | 114 | 1655 | 155 | 2570 | 157 | 2610 | |||
| 2.74 | 114 | 1670 | 155 | 2570 | 163 | 2695 | 168 | 2775 | 217 | 4010 | ||||
| 3.05 | 163 | 2695 | 168 | 2775 | 217 | 4010 | 220 | 4065 | 224 | 4125 | ||||
| 3.35 | 217 | 4010 | 224 | 4125 | 234 | 4305 | 258 | 4710 | 302 | 6160 | ||||
| 3.66 | Bulb angles | 224 | 4125 | 234 | 4305 | 302 | 6160 | 310 | 6305 | 359 | 7200 | |||
| 3.96 | 302 | 6160 | 306 | 6235 | 310 | 6305 | 397 | 8780 | ||||||
| 4.27 | 331 | 6700 | 397 | 8780 | 406 | 8970 | 449 | 9800 | ||||||
| 4.57 | 397 | 8780 | 449 | 9800 | 511 | 12035 | ||||||||
| 4.88 | 511 | 12035 | 554 | 12915 | 556 | 13180 | ||||||||
| 5.18 | ↓ | 554 | 12915 | 593 | 13725 | |||||||||
| 5.49 | ↑ | 587 | 15025 | 628 | 15880 | |||||||||
| 5.79 | Channels | 677 | 16940 | |||||||||||
| 6.10 | ↓ | 705 | 17480 | |||||||||||
| In conjunction with 610 mm × 10 mm of plating in the case of angle bar stiffeners and 610 mm × 15 mm of plating in the case of bulb angle and channel bar stiffeners. | ||||||||||||||
| The figures in each case are the modulus and moment of inertia in centimetres3 and centimetres4 respectively. | ||||||||||||||
| Table 5A (paragraphs 8 and 10 of this Schedule) | ||||||||||||||||
| Moduli and moments of inertia of tunnel stiffeners spaced 914 mm apart (E.R. 3 of 2022) | ||||||||||||||||
| Mean height from base of tunnel to bulkhead desk in metres | Height from base of tunnel to the top of flat side in metres | |||||||||||||||
| 0.914 | 1.07 | 1.22 | 1.37 | 1.52 | 1.68 | 1.83 | ||||||||||
| 2.44 | ↑ | 7.5 | 50 | 9.0 | 60 | 12.3 | 99 | |||||||||
| 3.66 | 9.0 | 60 | 13.9 | 108 | 16.4 | 148 | 22.8 | 231 | 25.4 | 256 | 27.4 | 275 | ||||
| 4.88 | Angles | 12.8 | 104 | 18.5 | 164 | 23.6 | 239 | 29.2 | 291 | 36.2 | 404 | 44.2 | 541 | 51.8 | 633 | |
| 6.10 | 17.9 | 159 | 23.6 | 239 | 29.2 | 291 | 38.3 | 429 | 44.2 | 541 | 63.7 | 920 | 67.0 | 966 | ||
| 7.31 | 21.3 | 187 | 27.4 | 275 | 36.2 | 404 | 44.2 | 541 | 63.7 | 920 | 67.0 | 966 | 77.8 | 1103 | ||
| 8.53 | ↓ | 25.4 | 256 | 34.1 | 383 | 42.6 | 475 | 51.8 | 633 | 67.0 | 966 | 77.8 | 1103 | 92 | 1245 | |
| ← Bulb angles → | ||||||||||||||||
| In conjunction with 610 mm × 10 mm of plating in the case of angle bar stiffeners and 610 mm × 15 mm of plating in the case of bulb angle and channel bar stiffeners. | ||||||||||||||||
| The figures in each case are the modulus and moment of inertia in centimetres3 and centimetres4 respectively. | ||||||||||||||||