Passenger Ship Construction fire appliances and surey rules 2026

The Gazette of India

CG-DL-E-23072026-274725

EXTRAORDINARY

PART II—Section 3—Sub-section (i)

PUBLISHED BY AUTHORITY

No. 566] NEW DELHI, MONDAY, JULY 13, 2026/ASHADHA 22, 1948

MINISTRY OF PORTS, SHIPPING AND WATERWAYS

NOTIFICATION

New Delhi, the 13th July, 2026

G.S.R. 624(E).— In exercise of the powers conferred by section 116, sub-section (2) of section 121 and sub-section (2) of section 130 of the Merchant Shipping Act, 2025 (24 of 2025), the Central Government hereby makes the following rules, namely:—

1. Short title and commencement.— (1) These rules may be called the Merchant Shipping (Passenger Ship Construction, Fire Appliances and Survey) Rules, 2026.

(2) They shall come into force on the date of their publication in the Official Gazette.

2. Application.— (1) Unless expressly otherwise provided, these rules shall apply to the following ships registered in India : –

(a) every seagoing passenger ship, being a new ship, of such classes as specified in the Schedule, which is registered in India, wherever it may be;

(b) every special trade passenger ship, being a new ship, of such classes as specified in the Schedule, which is registered in India, wherever it may be;

(c) every seagoing passenger ship of such classes as specified in the Schedule, registered in a country outside India, while such ship is at a port or place in India or within the coastal waters of India; and

(d) every special trade passenger ship of such classes as specified in any of the Schedules annex to these rules, registered in a country outside India, while such ship is at a port or place in India or within the coastal waters of India.

(2) The types of ships referred to in sub-rule(1) to which the specific requirements provided in these rules apply and the extent of such application are as provided under the Schedule:

Provided these rules shall apply to such ships, the keel of which are laid or which are at a similar stage of construction on or after the date of notification of these rules:

Provided further that such ships, the keel of which was laid or was at a similar stage of construction before the date of coming into force of these rules, shall comply with the requirements specified in the Merchant Shipping (Construction and Survey of Passenger Ships) Rules, 1981 and the Merchant Shipping (Fire Appliances) Rules, 1990 made under Merchant Shipping Act,1958 (44 of 1958), as it existed prior to its repeal.

Explanation — For the purposes of this sub-rule, “similar stage of construction” means the stage at which –

(a) construction identifiable with a specific ship begins; and

(b) assembly of that ship has commenced, comprising—

(i) at least 50 tons of the estimated mass of all structural material; or

(ii) one per cent. of the estimated mass of all structural material, whichever is the lesser.

3. Definitions – In these rules, unless the context otherwise requires; —

(1) ‘A’ class divisions” means those divisions formed by bulkheads and decks and;

(a) are constructed of steel or other equivalent material;

(b) are suitably stiffened;

(c) are so constructed so as to be capable of preventing the passage of smoke and flame to the end of the one-hour standard fire test;

(d) are insulated with approved non-combustible materials such that the average temperature of the unexposed side shall not rise more than 140ºC above the original temperature, nor shall the temperature, at any one point, including any joint, rise more than 180º C above the original temperature within the time specified in column(2) of the table below in relation to the classes specified in the corresponding entry in column (1) of the said table:

(1) (2)

class “A-60” 60 minutes

class “A-30” 30 minutes

class “A-15” 15 minutes

class “A-0” 0 minutes; and

(e) the Director-General has required a test of a prototype bulkhead or deck in accordance with the Fire Test Procedures Code to ensure that it meets the above requirements for integrity and temperature rise;

(2) “accommodation space” means the space used for public spaces, corridors, lavatories, cabins, offices hospitals, games and hobbies rooms, pantries containing no cooking appliances and similar spaces;

(3) “Act” means the Merchant Shipping Act, 2025 (24 of 2025);

(4) “anchor handling” winch means any winch for the purpose of deploying, recovering and repositioning anchors and mooring lines in sub-sea operations; and

(5) “approved” means approved by the Director-General;.

(6) “atriums” are public spaces within a single main vertical zone spanning to three or more open decks;

(7) “auxiliary steering gear” means the equipment, not being any part of the main steering gear, necessary to steer a ship in the event of failure of the main general of shipping; steering gear but does not include the tiller, quadrant or components serving the same purpose;

(8) “aft terminal” is the aft limit of the sub-division length;

(9) “B class divisions” mean those divisions formed by bulkheads, decks ceilings or lining, which—

(a) are so constructed as to be capable of preventing by passage of flame at the end of the first half-hour of the standard fire test;

(b) have an insulation value so that if the division is exposed to a standard fire test, the average temperature on the unexposed side does not rise more than 140ºC above the original temperature, or does the temperature at any one point including any

joint, wrist more than 225ºC above the original temperature, within the time listed below:

class “B-15” 15 minutes

class “B-0”, 0 minute; and

(c) are constructed of approved non-combustible materials and all materials used in their construction and erection are non- combustible, with the exception that combustible veneers may be permitted if they meet other appropriate requirements; and

(d) the Director-General has required a test of a prototype bulkhead or deck in accordance with the Fire Test Procedures Code to ensure that it meets the above requirements for integrity and temperature rise;

(10) “Breadth (B)” of a ship is the greatest moulded breadth of the ship at or below the deepest sub-division draught;

(11) “bulkhead deck” in relation to a passenger ship, means the uppermost deck —

(a) to which the main bulkheads and the ship’s shell are carried watertight, for ships, subject to the provisions of regulation II-1/1.1.1.1 of International Convention for the Safety of Life at Sea (SOLAS); and

(b) at any point in the sub-division length (Ls) to which the main bulkheads and the ship’s shell are carried watertight and the lowermost deck from which passenger and crew evacuation shall not be impeded by water in any stage of flooding for damage cases defined in paragraph 20 of schedule 1, for ships not subject to the provisions of regulation II-1/1.1.1.1 of International Convention for the Safety of Life at Sea but constructed on or after the1st January, 2009;

Provided that in a cargo ship not subject to the provisions of regulation II-1/1.1.1.1 of International Convention for the Safety of Life at Sea but constructed on or after the 1st January, 2009, the freeboard deck may be taken as the bulkhead deck;

(12) “cargo area” mean the part of a ship which contains cargo spaces, slop tanks and cargo pump rooms, cofferdams, ballast and void spaces adjacent to cargo tanks and also deck areas throughout the length and breadth of the part of the ship over such spaces;

(13) “C class divisions” mean those divisions constructed, having approved non-combustible materials. Which need not meet the either requirement relating to the passage of smoke and flame or limitations to the temperature rise and are permitted with combustible veneers, if they meet other requirements of these rules;

(14) “cargo control station” means a space from which the loading, discharging or transferring of any cargo may be controlled;

(15) “cargo ship “means a ship which is not a passenger ship;

(16) “cargo pump room” means the room in which pumps used for loading, discharge or transferring oil cargoes are located;

(17) “cargo spaces” means all spaces used for cargo (including cargo oil tanks) and trunks to such spaces;

(18) “central control station” is a control station in which the following control and indicator functions are centralised namely:-

(a) fixed fire detection and alarm systems;

(b) automatic sprinkler, fire detection and fire alarm systems;

(d) fire door closure;

(e) watertight door indicator panels;

(f) watertight door closures;

(g) ventilation fans;

(h) general/fire alarms;

(i) communication systems including telephones; and

(j) microphones to public address system;

(19) “closed RO/RO” means RO/RO cargo spaces which are neither open RO/RO spaces nor weather deck;

(20) “closed vehicle spaces” are vehicle spaces which are neither open vehicle spaces nor weather decks;

(21) “control stations” are those spaces in which the ship’s radio or main navigating equipment or the emergency source of power is located or where the fire recording or fire control equipment is centralised;

(22) “continuous B class ceilings or lining’s” are those B class ceilings or linings which terminate at an “A” or “B” class division;

(23) “Crew spaces” means accommodation provided exclusively for the use of crew;

(24) “dangerous goods” means those goods referred to in the International Maritime Dangerous Goods Code, as amended from time to time;

(25) “dead ship condition” means the condition under which the main propulsion and the boilers and auxiliaries are not in operation due to the absence of power;

(26) “dead weight” means the difference in metric tons between the displacement of a ship in water of a specific gravity of 1.025 at the load water line corresponding to the assigned summer free-board and the lightweight of the ship;

(27) “deepest sub-division draught (ds)” is the summer load line draught of the ship;

(28) “design pressure” means the hydrostatic pressure for which each structure or appliance assumed watertight in the intact and damage stability calculations is designed to withstand;

(29) “draught (d)” is the vertical distance from the keel line —

(a) at amidships, for ships which are subject to the provisions of regulation II-1/1.1.1.1 of International Convention for the Safety of Life at Sea; and

(b) at the mid-point of the sub-division length (Ls), for ships which are not subject to the provisions of regulation II-1/1.1.1.1 of International Convention for the Safety of Life at Sea but constructed on or after the 1st January, 2009, to the waterline in question.

(30) “emergency condition” means the condition under which any services needed for normal operational and habitable conditions are not in working order due to failure of the main source of electrical power;

(31) “emergency source of electrical power” means the source of electrical power intended to supply the emergency switch board in the event of failure of the supply from the main source of electrical power;

(32) “emergency switch board” means the switch board which, in the event of failure of the main electrical power supply system, is directly supplied by the emergency

source of electrical power or the transitional source of emergency power and is intended to distribute electrical energy to the emergency services;

(33) “flammable” means substances capable of being ignited and of burning in air;

(34) “forward perpendicular” means the perpendicular taken at the forward end of the length(L);

(35) “forward terminal” means the forward limit of the sub-division length;

(36) “freeboard deck” shall have the same meaning as assigned to it in the applicable rules made under the Act dealing with load line.

(37) “flashpoint” is the temperature in degree celsius (closed cup test) at which a product shall give off enough flammable vapour to be ignited, as determined by an approved flashpoint apparatus;

(38) “Fire Test Procedures Code” or “FTP Code” means the International Code for Application of Fire Test Procedures, 2010 (2010 FTP Code), as adopted by the Maritime Safety Committee of the organisation by resolution MSC.307(88), as may be amended by the International Maritime Organisation .

(39) “hazardous area” means an area in which explosive gas-air mixture are, or may be, expected to be present in quantities such as, to require special precaution for the construction and use of electrical apparatus or other apparatus, which otherwise would constitute a source of ignition;

(40) “hazardous zone or space” means-

(a) spaces containing flammable cargo or spaces adjacent to cargo tanks;

(b) all enclosed and semi-enclosed space with direct access to such spaces:

Provided that an enclosed space situated in a hazardous zone or space may be regarded as non-hazardous, if it is separated from liquid cargo spaces by at least two gas tight steel bullheads or decks, with no direct opening into such hazardous zone or space and is mechanically ventilated;

(41) “helideck” means a purpose-built helicopter landing area located on a ship including all structures, fire-fighting appliances and other equipment necessary for the safe operation of helicopters.

(42) “helicopter facility” means a helideck including any refueling and hangar facilities.

(43) “helicopter landing area” means an area on a ship designated for occasional or emergency landing of helicopters but not designed for routine helicopter operations;

(44) “IMO” means the International Maritime Organisation;

(45) “international voyage” means a voyage from any port in India to any other port outside India; or as the case may be conversely;

(46) “length (L)” shall have the same meaning as assigned to it in the applicable rules made under the Act dealing with load line;

(47) “light weight” means the displacement of the ship in metric tons without cargo, fuel, lubricating oil, ballast water, fresh water and feed water in tanks, consumable stores, and passengers and crew and their effects;

(48) “light service draught (dl)” means the service draught corresponding to the lightest anticipated loading and associated tankage, including, such ballast as may be necessary for stability or immersion and Passenger ships shall include the full complement of passengers and crew on board;

(49) “loose gear” means an article of ships equipment by means of which a load can be attached to a lifting appliance or an anchor handling winch but which does not

form an integral part of the appliance or load.

(50) “low flame spread” means that the surface thus described shall adequately restrict the spread of flame, which shall be determined in accordance with the Fire Test Procedures Code;

(51) “machinery control room” means a room from which the propelling machinery and boiler serving the needs of propulsion may be controlled;

(52) “machinery space” means all machinery spaces of category “A” and all other spaces containing propelling machinery, boiler, oil fuel units, steam or internal combustion engines, generators, and major electrical machinery oil filling stations, refrigerating, stabilising, ventilation and air conditioning machinery and similar spaces and trunks to such spaces;

(53) “machinery spaces of category A” means those spaces and trunks to such spaces which contain: —

(a) internal combustion machinery used for main propulsion; or

(b) internal combustion machinery used for purposes other than main propulsion, where such machinery has in the aggregate a total power output of not less than 375 kW; or

(54) “main source of electrical power” means a source intended to supply electrical power to the main switchboard for distribution to all services necessary for maintaining the ship in normal operational and habitable conditions;

(55) “main steering gear” means the machinery, rudder actuators, steering gear power units, if any, and ancillary equipment and the means of applying torque to the rudder for the purpose of steering the ship under normal service conditions;

(56) “main switch board” means the switch board which is directly supplied by the main source of electrical power and is intended to distribute electrical energy to the ships service;

(57) “main vertical zones” are those sections into which the hull, superstructure and deckhouses are divided by ‘A’ class divisions, the mean length and width of which on any deck, does not in general exceed 40m;

(58) “MARPOL” means MARPOL 73/78 Convention of IMO along with its Protocols and Amendments, as applicable;

(59) “maximum ahead service speed” means the greatest speed, the ship is designed to maintain at sea at her deepest seagoing draft;

(60) “maximum astern speed” means the speed, which it is estimated, the ship can attain at the design maximum astern power at the deepest sea-going draught;

(61) “mile” means 6080 feet or 1852 meters;

(62) “motor ship” means a ship propelled by internal combustion engine;

(63) “notice” means any notice issued by the Director-General under section 301 of the Act.

(64) “navigable speed” means the minimum speed at which the ship can be effectively steered in the ahead direction;

(65) “non-combustible material” means a material which neither burns nor gives off flammable vapors in sufficient quantity for self-ignition when heated to approximately 750ºC, which shall be determined by an established test procedure to the satisfaction of the Director-General. of maritime administration;

(66) “normal operational and habitable condition” means a condition under which the

ship as a whole, the machinery, services, means and aids ensuring propulsion, ability to steer, safe navigation, fire and flooding safety, internal and external communications and signals, means of escape, and emergency boat winches, as well as, the designed comfortable conditions of habitability are in working order and functioning normally;

(67) “oil fuel unit” means the equipment used for the operation of oil fuel for delivery to an oil fired boiler, or equipment used for the preparation for delivery of heated oil to internal combustion engines, and includes any oil at pressure pumps, filters and heaters, dealing with oil at pressure of more than 1.8 kilograms/cm;

(68) “open RO/RO” means RO/RO cargo spaces either open at both ends or open at one end and provided with adequate natural ventilation effective over their entire length through permanent openings in the side plating or open deck having a total area of at least 10% of the total area of the space sides.

(69) “open vehicle spaces” means those vehicle spaces either open at both ends, or have an opening at one end and are provided with adequate natural ventilation effective over their entire length through permanent openings distributed in the side plating or deckhead or from above, having a total area of at least 10% of the total area of the space sides.

(70) “organisation” means the International Maritime Organisation(IMO);

(71) “passenger ship” means a ship which carries more than twelve passengers;

(72) “partial subdivision draught (dp)” means the light service draught plus sixty percentage of the difference between the light service draught and the deepest sub-division draught;

(73) “Power actuating system” means a hydraulic equipment provided for supplying power to turn the rudderstock comprising a steering gear unit or units together with the associated pipes and fittings and a rudder actuator. which may share common mechanical components serving the same purpose;

(74) “principal officer” means an officer referred to in sub-section (2) of section 8 of the Act;

(75) “public spaces” means those portions of the accommodation spaces which are used for halls, dining rooms, lounges and similar permanently enclosed spaces;

(76) “permeability (μ)” of a space means the proportion of the immersed volume of that space which can be occupied by water;

(77) “prescriptive requirements” means the construction characteristics, limiting dimensions, or fire safety systems specified in any of the Schedules annexed to these rules;

(78) “reid vapour pressure” means the vapour pressure of a liquid, as determined by laboratory testing in a standard manner in the reid apparatus;

(79) “rooms containing furniture and furnishings of restricted fire risk for the purpose of regulation 9 of International Convention for the Safety of Life at Sea (SOLAS)” means those rooms containing furniture and furnishings of restricted fire risk (whether cabins, public spaces, offices or other types of accommodation) in which, —

(a) furniture such as desks, wardrobes, dressing tables, bureaux, or dressers are constructed entirely of approved non-combustible materials, except that a combustible veneer not exceeding 2 mm that may be used on the working surface of such articles;

(b) free-standing furniture such as chairs, sofas, or tables are constructed with frames of non-combustible materials;

(c) draperies, curtains and other suspended textile materials having resistance qualities to the propagation of flame not inferior to those of wool having a mass of

0.8 kg/m2, which shall be determined in accordance with the Fire Test Procedures Code;

(d) floor coverings have low flame-spread characteristics;

(e) exposed surfaces of bulkheads, linings and ceilings have low flame-spread characteristics;

(f) upholstered furniture having resistance qualities of resistance to the ignition and propagation of flame, which shall be determined in accordance with the Fire Test Procedures Code; and

(g) bedding components having resistance qualities to the ignition and propagation of flame, which shall be determined in accordance with the Fire Test Procedures Code;

(80) “RO/RO cargo spaces” mean those spaces not normally sub-divided in anyway and extending to either a substantial length or the entire length of the ship in which goods (package or in bulk) in or on rail or road cars, vehicles (including road and rail tankers, trailers, containers, pallets dismountable tanks or in or on similar stowage units or other receptacles) can be loaded and unloaded normally in a horizontal direction;

(81) “RO/RO spaces” means those spaces not normally sub-divided in any way and normally extending to either a substantial length or the entire length of the ship in which motor vehicles with fuel in their tanks for their own propulsion or goods (packaged or in bulk, in or on rail or road cars, vehicles (including road or rail tankers), trailers, containers, pallets, demountable tanks or in or on similar stowage units or other receptacles) can be loaded and unloaded normally in a horizontal direction;

(82) “sauna” is a hot room with temperatures normally varying between 800ºC and 1200ºC, where the heat is provided by a hot surface (e.g., by an electrically heated oven), which may also include the space where the oven is located and adjacent bathrooms ;

(83) “Schedule” a Schedule annexed to these rules specifying the various requirements of Chapter VI of SOLAS, as amended from time to time (ambulatory incorporation), together with the necessary flexibilities afforded to the Indian administration.

(84) “service spaces” mean those spaces used for galleys, pantries containing cooking appliances, lockers, main and specie room, store room, workshops other than those forming part of the machinery spaces and similar spaces and trunks to such spaces;

(85) “settling tank” means an oil storage tank having a heating surface of not less than

0.183 m/tone of oil capacity;

(86) “special category spaces” mean those enclosed vehicle spaces above and below the bulkhead deck, into and from which vehicles can be driven and to which passengers have access, and such spaces may be accommodated on more than one deck provided that the overall clear height for vehicles does not exceed 10m;

(87) “standard fire test” means a test in which specimens of the relevant bulkheads or decks are exposed in a test furnace to temperatures corresponding to the standard time- temperature curve in accordance with the test method specified in the Fire Test Procedure Code;

(88) “steel or other equivalent material” means any non combustible material which, by itself or due to insulation provided, has structural and integrity properties equivalent to steel at the end of the applicable fire exposure to the standard fire test;

(89) “steering gear control system” means the equipment by which orders are transmitted from the navigating bridge to the steering gear power units, steering gear control system comprise transmitters, receivers, hydraulic control pumps and their associated motors, motor controllers, piping and cables;

(90) “steering gear power unit” means, —

(a) in the case of electrical steering gear, the electric motor and its associated equipment;

(b) in the case electro-hydraulic steering gear, the electric motor, its associated electrical equipment and connected pumps; and

(91) “SOLAS” means the International Convention for the Safety of Life at Sea,1974 of the International Maritime Organisation with its Protocols and Amendments, as applicable;

(92) “surveyor” means a person appointed or authorised in this behalf by the Central Government under section 8 of the Act;

(93) “Subdivision length (Ls)” is the greatest projected moulded length of that part of the ship at or below deck or decks limiting the vertical extent of flooding with the ship at the deepest sub-division draught;

(94) “ton” means gross ton;

(95) “trim” means the difference between the draught forward and the draught aft, where the draughts are measured at the forward and aft: —

(a) perpendiculars respectively, as defined in the International Convention on Load Lines in force, for ships subject to the provisions of regulation II-1/1.1.1.1 of the International Convention for the Safety of Life at Sea; and

(b) terminals respectively, for ships not subject to the provisions of regulation II-1/1.1.1.1 of the International Convention for the Safety of Life at Sea but constructed on or after the 1st January 2009; disregarding any rake of keel;

(96) “vehicle spaces” means cargo spaces intended for carriage of motor vehicles with fuel in their tanks for their own propulsion;

(97) “vehicle carrier” means a cargo ship, which only carries cargo in Ro/Ro spaces or vehicle spaces, and which is designed for the carriage of unoccupied motor vehicles without cargo, as cargo;

(98) “watertight” means having scantling and arrangements capable of preventing the passage of water in any direction under the head of water likely to occur in intact and damaged conditions and in damaged condition, the head of water is to be considered in the worst situation at equilibrium, including intermediate stages of flooding;

(99) “weather deck” means the deck which is completely exposed to the weather from above and from at least two sides;

(100) “winching” area means a pick-up area provided for the transfer by personnel or stores to or from the ship, while the helicopter hovers above the deck;

(101) “weathertight” means that in any sea conditions water shall not penetrate into the ship;

(2) Words and expressions used in these rules but not defined herein shall have the meanings respectively assigned to them in the Act, and in the applicable Codes and Conventions, as the case maybe.

4. Exceptions, exemptions and equivalents.—(1) Exceptions: Unless expressly provided otherwise, these rules do not apply to —

(a) ships of war and troopships;

(b) ships not propelled by mechanical means;

(d) vessels covered under Part XIII of the Act.

(2) Exemptions:

(a) A ship, which is not normally engaged on international voyages but which, in exceptional circumstances, is required to undertake a single international voyage, may be exempted by the Director-General from any of the requirements of these rules provided that it complies with safety requirements which are adequate in the opinion of the Director-General for the voyage which is to be undertaken by the ship.

(b) The Director-General may exempt any ship which embodies features of a novel kind from any of the provisions of these rules, the application of which might seriously impede research into the development of such features and their incorporation in ships engaged on international voyages, but such ship shall, comply with safety requirements which, in the opinion of the Director-General, are adequate for the service for which it is intended and are such as to ensure the overall safety of the ship and which are acceptable to the Governments of the States to be visited by the ship.

(c) The Director-General, allowing any such exemption, shall communicate to the IMO, particulars of the ship being exempted and the reasons thereof, which the IMO shall circulate to the contracting Governments for their information.

(d) The Director-General may, if it considers that the sheltered nature and conditions of the voyage are such as to render the application of any specific requirements of this rule unreasonable or unnecessary, exempt from those requirements, individual ships or classes of ships entitled to fly the flag of that State which, in the course of their voyage, do not proceed more than 20 miles from the nearest land.

(3) Equivalents

(a) Where these rules or any of the Schedules annexed to these rules require that a particular fitting, material, appliance, apparatus or provision be fitted or provided in a ship, the Director-General may permit any other fitting, material, appliance, apparatus or provision to be fitted or provided, if it is satisfied, whether by trial or otherwise, that such alternative is at least as effective as that required by these rules or such Schedule.

(b) Where any such equivalent is permitted under clause (a), The Director-General may impose such conditions as may be considered necessary to ensure an equivalent level of safety.

(4) Record and notification

Every exemption or equivalent permitted under this rule shall be—

(a) documented in writing;

(b) retained as part of the statutory records of the ship; and

5. Classification of ships.— For the purposes of these rules, passenger ships shall be arranged in the following classes, namely: –

(1) (2) (3)

Class Ship Type Voyage Specification

I Passenger Ships Engaged on international voyages

(other than ships of Class III)

Passenger Ships Engaged on short international

voyages (other than ships of Class IV)

III Special Trade

Passenger Ships Engaged on international voyages

IV Special Trade

Passenger Ships Engaged on short international

voyages

V Special Trade Passenger Ships Engaged on voyages other than

international voyages (excluding ships of Class VI)

Special Trade Passenger Ships Engaged on voyages in the coasting trade of India during the course of which they do not go more than 20 miles from the nearest land:

Provided such ships shall not cease to be ships of Class VI merely by reason of the fact that they cross during their voyage the Gulf of

Kutch, Cambay or Mannar.

6. Construction and survey of ships- (1) The requirements for construction, including structural arrangements, sub-division and stability, machinery and electrical installations, as well as fire protection, fire detection and fire extinction, shall comply with the provisions specified in Schedule I.

(2) The survey, audit, and certification shall be carried out in accordance with the applicable rules made under the Act.

(3) The certificate shall be issued in the format provided under Schedule II.

(4) The plan approval and documents approval fees as provided under Schedule III

Schedule I

[See rule 6]

CONSTRUCTION – STRUCTURE, SUBDIVISION AND STABILITY, MACHINERY AND ELECTRICAL INSTALLATIONS, FIRE PROTECTION, FIRE DETECTION AND FIRE EXTINCTION

CHAPTER I

GENERAL

1. Application. —

(1) Unless otherwise provided, this rule shall apply to passenger ships of Classes I to VI, constructed on or after the date of notification of these rules.

(2) For the purposes of this schedule, the expression “a similar stage of construction” means the stage at which:—

(a) construction identifiable with a specific ship begins; and

(b) assembly of that ship has commenced, comprising at least 50 tonnes or one per cent of the estimated mass of all structural material, whichever is the lesser..

(3) For the purposes of this Schedule ,-

(a) the expression “ships constructed” means “ships, the keels of which are laid or which are at a similar stage of construction”;

(b) the expression “ships constructed on or after the date of notification of these rules” means, ships-

(i) for which the building contract is placed on or after the date of notification of these rule; or

(ii) in the absence of a building contract, the keel of which is laid, or which are at a similar stage of construction on or after the date of notification of these rules; or

(c) a ship, whenever built, which is converted to a passenger ship, shall be treated as a passenger ship constructed on the date on which such a conversion commences.

(4) All ships, which undergo repairs, alterations, modifications and outfitting related thereto shall continue to comply with at least the requirements previously applicable to these ships. Such ships if constructed before the date on which any relevant amendments enter into force shall, as a rule, comply with the requirements for ships constructed on or after that date to at least the same extent as they did before undergoing such repairs, alterations, modifications or outfitting. Repairs, alterations and modifications of a major character and outfitting related thereto shall meet the requirements for ships constructed on or after the date on which the relevant amendments enter into force in so far as the Director General deems reasonable and practicable.

CHAPTER-II STRUCTURE OF SHIPS

2. Structural, mechanical and electrical requirements for ships. – In addition to the requirements contained elsewhere in the present rules, ships shall be designed, constructed and maintained in compliance with the structural, mechanical and electrical requirements of a classification society which is recognized by the Central Government or with applicable national standards prescribed by the Central Government which provide an equivalent level of safety.

3. Corrosion prevention of seawater ballast tanks.- (1) Sub-paragraph (2) and (4) of this paragraph apply to ships of not less than 500 gross tonnage.

(2) All dedicated seawater ballast tanks and double-side skin spaces shall be coated during construction in accordance with the Performance standard for protective coatings for dedicated seawater ballast tanks in all types of ships and double-side skin spaces, adopted by the Maritime Safety Committee by resolution MSC.215(82), as may be amended by the IMO, provided that such amendments are adopted, brought into force and take effect in accordance with the provisions of article VIII of International Convention for the Safety of Life at Sea 1974 concerning the amendment procedures applicable to the Annex other than Chapter I of the International Convention for the Safety of Life at Sea.

(3) All dedicated seawater ballast tanks constructed on or after the 1st July, 1998, for which sub-paragraph (2) is not applicable, shall comply with the requirements of regulation II-1/3-2 adopted by resolution MSC. 47(66).

(4) Maintenance of the protective coating system shall be included in the overall ship’s maintenance scheme. The effectiveness of the protective coating system shall be verified during the life of a ship by the Director-General or an organisation recognised by the Central Government, based on the guidelines developed by The Director-General.

4. Emergency towing arrangements on ships- (1) Emergency towing arrangements shall be fitted on ships, of not less than 20,000 gross tonnage, constructed on or after the 1st January 2028.

(2) For ships, other than tankers, constructed on or after the 1st January, 2028 –

(a) the arrangements shall be, at all times, be capable of rapid deployment in the absence of main power on the ship to be towed and easy connection to the towing ship; and

(b) emergency towing arrangements shall have to be of adequate strength taking into account the size of the ship, and the expected forces during bad weather conditions. The design and construction and prototype testing of emergency towing arrangements shall be approved by the Director-General based on the guidelines developed by the IMO.

5. Emergency Towing Procedure on Ships – (1) This paragraph applies to all passenger ships, not later than the 1st January 2010.

(2) Ships shall be provided with a ship-specific emergency towing procedure. Such a procedure shall be carried aboard the ship for use in emergency situations and shall be based on existing arrangements and equipment available on board the ship. The procedure shall include –

(a) drawings of fore and aft deck showing possible emergency towing arrangements;

(b) inventory of equipment on board that can be used for emergency towing;

(d) sample procedures to facilitate the preparation for and conducting of emergency towing operations.

6. New installation of materials containing asbestos. – (1) This paragraph shall apply to materials used for the structure, machinery, electrical installations and equipment covered by the present rules.

7. Installation of materials containing asbestos Restrictions – (1) For all ships, new installation of materials which contain asbestos shall be prohibited.

8. Construction drawings maintained on board and ashore. – (1) A set of as-built construction drawings and other plans showing any subsequent structural alterations shall be kept on board a ship constructed on or after the 1st January, 2007

(2) An additional set of such drawings shall be kept ashore by the Company, as defined in regulation IX/1.2 of International Convention for the Safety of Life at Sea.

9. Towing and mooring equipment. — (1)Sub-paragraphs (4) to (6) applies to ships constructed on or after 1st January 2007

(2) Sub-paragraphs (7) and (8) of this paragraph only apply to ships:

(a) for which the building contract is placed on or after the 1st January, 2024; or

(b) in the absence of a building contract, the keel of which is laid or which is at a similar stage of construction on or after the 1st July, 2024; or

(3) This paragraph does not apply to towing arrangement provided in accordance with sub-paragraphs (5), (6) and (7) of this paragraph.

(4) Ships shall be provided with arrangements, equipment and fittings of sufficient safe working load to enable the safe conduct of all towing and mooring operations associated with the normal operation of the ship.

(5) Arrangements, equipment and fittings provided in accordance with sub-paragraph (4) shall meet the appropriate requirements of the Director- General or an organisation recognized by The Director -General.

(6) Each fitting or item of equipment provided under this paragraph shall be clearly marked with any restrictions associated with its safe operation, taking into account the strength of its attachment to the ship’s structure.

(7) For ships of 3,000 gross tonnage and above, the mooring arrangement shall be designed, and the mooring equipment including lines shall be selected, in order to ensure occupational safety and safe mooring of the ship, based on the guidelines developed by The Director General Ship-specific information shall be provided and kept on board.

(8) Ships of less than 3,000 gross tonnage should comply with the requirement in paragraph (7) above as far as reasonably practicable, or with applicable national standards of The Director-General.

(9) For all ships, mooring equipment, including lines, shall be inspected and maintained in a suitable condition for their intended purposes.

10. Means of embarkation on and disembarkation from ship. — (1) Ships constructed on or after the 1st January, 2010 shall be provided with means of embarkation on and disembarkation from ships for use in port and in port related operations, such as gangways and accommodation ladders, in accordance with sub paragraph (2), unless the Director- General deems that compliance with a particular provision is unreasonable or impractical.

Circumstances where compliance may be deemed unreasonable or impractical may include where the ship: —

(a) has small freeboards and is provided with boarding ramps; or

(b) is engaged in voyages between designated ports where appropriate shore accommodation/embarkation ladders (platforms) are provided.

(2) The means of embarkation and disembarkation required in sub-paragraph (1) shall be constructed and installed based on the guidelines developed by the International Maritime Organization.

(3) For all ships the means of embarkation and disembarkation shall be inspected and maintained in suitable condition for their intended purpose, taking into account any restrictions related to safe loading. All wires used to support the means of embarkation and disembarkation shall be maintained as specified in regulation III/20.4 of International Convention for the Safety of Life at Sea.

11. Protection against noise – (1) This paragraph shall be applicable to ships of 1,600 gross tonnage and above –

(a) for which the building contract is placed on or after the 1st July ,2014; or

(b) in the absence of a building contract, the keels of which are laid or which are at a similar stage of construction on or after the 1st January, 2015; or

(c) the delivery of which is on or after the 1st July, 2018, unless The Director- General deems that compliance with a particular provision is unreasonable or impractical.

(2) On ships delivered before the 1st July, 2018 and –

(a) contracted for construction before the 1st July, 2014 and the keels of which are laid or which are at a similar stage of construction on or after the 1st January, 2009; or

(b) in the absence of a building contract, the keels of which are laid or which are at a similar stage of construction on or after the 1st January, 2009 but before the 1st

January, 2015, measures shall be taken to reduce machinery noise in machinery spaces to acceptable levels as determined by the Director-General. If this noise cannot be sufficiently reduced the source of excessive noise shall be suitably insulated or isolated or a refuge from noise shall be provided if the space is required to be manned. Ear protectors shall be provided for personnel required to enter such spaces, if necessary.

(3) Ships shall be constructed to reduce onboard noise and to protect personnel from the noise in accordance with the code on noise levels on board ships, adopted by the Maritime Safety Committee by resolution MSC.337(91), as may be amended by the International Maritime Organization, provided that such amendments are adopted, brought into force and take effect in accordance with the provisions of article VIII of the present Convention concerning the amendment procedures applicable to the annex other than Chapter I. For the purpose of this rule, although the Code on noise levels on board ships is treated as a mandatory instrument, recommendatory parts as specified in Chapter I of the code shall be treated as non-mandatory, provided that amendments to such recommendatory parts are adopted by the Maritime Safety Committee in accordance with its rules of procedure.

(4) Notwithstanding the requirements of sub-paragraph (1), this paragraph does not apply to types of ships listed in paragraph 1.3.4 of the code on noise levels on board ships.

CHAPTER -III

SUB-DIVISION AND STABILITY

12. General. — (1) Unless expressly provided otherwise, the requirements in this paragraph shall be applicable to Classes I to VI.

(2) The Director-General may, for a particular ship or group of ships, accept alternative methodologies if it is satisfied that at least the same degree of safety as represented by these regulations is achieved. Any administration which allows such alternative methodologies shall communicate to the IMO particulars thereof.

(3) Passenger Ships shall be as efficiently subdivided as is possible having regard to the nature of the service for which they are intended. The degree of subdivision shall vary with the subdivision length (Ls) of the ship and with the service, in such manner that the highest degree of subdivision corresponds with the ships of greatest subdivision length (Ls), primarily engaged in the carriage of passengers.

(4) Where it is proposed to fit decks, inner skins or longitudinal bulkheads of sufficient tightness to seriously restrict the flow of water, the Director- General Shall be satisfied that proper consideration is given to beneficial or adverse effects of such structures in the calculations.

13. Intact Stability. — (1) Every passenger ship, regardless of size, shall be inclined upon its completion. The lightship displacement and the longitudinal, transverse and vertical position of its centre of gravity shall be determined. In addition to any other applicable requirements of the present regulations, ships having a length of 24 meter and upwards shall as a minimum comply with the requirements of part A of the 2008 Intact Stability code of International Maritime Organization.

(2) The Director General may allow the inclining test of an individual ship to be dispensed with provided basic stability data are available from the inclining test of a sister ship and it is shown to the satisfaction of the Director-General that reliable stability information for the exempted ship can be obtained from such basic data, as required by rule 14. A lightweight survey shall be carried out upon completion and the ship shall be inclined whenever in comparison with the data derived from the sister ship, a deviation from the lightship displacement exceeding 1 per cent. for ships of 160 m or more in length and two per cent. for ships of 50 m or less in length and as determined by linear interpolation for intermediate lengths or a deviation from the lightship longitudinal center of gravity exceeding 0.5 per cent. of L is found.

(3) The Director-General may also allow the inclining test of an individual ship or class of ships when reference to existing data for similar ships clearly indicates that due to the ship’s proportions and arrangements more than sufficient metacentric height shall be available in all probable loading conditions.

(4) Where any alterations are made to a ship so as to materially affect the stability information supplied to the master, amended stability information shall be provided. If necessary, the ship shall be re-inclined. The ship shall be re-inclined if anticipated deviations exceed one of the values specified in sub-paragraph (5)

(5) At periodical intervals not exceeding five years, a lightweight survey shall be carried out on all passenger ships to verify any changes in lightship displacement and longitudinal center

of gravity. The ship shall be re-inclined whenever, in comparison with the approved stability information, a deviation from the lightship displacement exceeding two per cent. or a deviation of the longitudinal center of gravity exceeding one per cent. of L is found or anticipated.

(6) Every ship shall have scales of draughts marked clearly at the bow and stern. In the case where the draught marks are not located, where they are easily readable, or operational constraints for a particular trade make it difficult to read the draught marks, then the ship shall also be fitted with a reliable draught indicating system by which the bow and stern draughts can be determined.

14. Stability information to be supplied to the master. — (1) The master shall be supplied with such information satisfactory to the Director-General as is necessary to enable him by rapid and simple processes to obtain accurate guidance as to the stability of the ship under varying conditions of service. A copy of the stability information shall be furnished to the Director-General.

(2) The information should include –

(a) curves or tables of minimum operational metacentric height (GM) and maximum permissible trim versus draught which assures compliance with the intact and damage stability requirements, alternatively corresponding curves or tables of the maximum allowable vertical centre of gravity (KG) versus draught, or with the equivalents of either of these curves or table;

(b) instructions concerning the operation of cross-flooding arrangements; and

(c) all other data and aids which might be necessary to maintain the required intact stability and stability after damage.

(3) The intact and damage stability information required by sub-paragraph (2) shall be presented as consolidated data and encompass the full operating range of draught and trim. Applied trim values will coincide in all stability information intended for use on board. Information not required for determination of stability and trim limits should be excluded from this information.

(4) If the damage stability is calculated in accordance with paragraphs 15 to 19 and, if applicable, with paragraph 20, a stability limit curve is to be determined using linear interpolation between the minimum required metacentric height (GM) assumed for each of the three draughts ds, dp and dl. When additional subdivision indices are calculated for different trims, a single envelope curve based on the minimum values from these calculations shall be presented. When it is intended to develop curves of maximum permissible (KG) it shall be ensured that the resulting maximum vertical center of gravity (KG) curves correspond with a metacentric height (GM).

(5) As an alternative to a single envelope curve, the calculations for additional trims may be carried out with one common metacentric height (GM) for all of the trims assumed at each subdivision draught. The lowest values of each partial index As, Ap and Al across these trims shall then be used in the summation of the attained subdivision index A according to paragraph 17. This shall result in one metacentric height (GM) limit curve based on the metacentric height (GM) used at each draught. A trim limit diagram showing the assumed trim range shall be developed.

(6) When curves or tables of minimum operational metacentric height (GM) versus draught are not appropriate, the master should ensure that the operating condition does not deviate from a studied loading condition or verify by calculation that the stability criteria are satisfied for this loading condition.

15. Required subdivision index R.- (1)The subdivision of a ship is considered sufficient if the attained subdivision index A, determined in accordance with paragraph 16 , is not less than the required subdivision index R calculated in accordance with this paragraph and if, in addition, the partial indices As, Ap and Al are not less than 0.9R for passenger ships.

(2) For ships to which the damage stability requirements of this part apply, the degree of subdivision to be provided shall be determined by the required subdivision index R, as follows:(replaced by Res. Maritime Safety Committee.421(98))

(3) In the case of passenger ships:

Where:

N = total number of persons on board.

16. Attained subdivision index A – (1) The attained subdivision index A is obtained by the summation of the partial indices As, Ap and Al, (weighted as shown) calculated for the draughts ds, dp and dl defined in rule 2 in accordance with the following formula:

= 0.4S + 0.4P + 0.2I

Each partial index is a summation of contributions from all damage cases taken in consideration, using the following formula:

= ∑(i × i) where:

i represents each compartment or group of compartments under consideration,

pi accounts for the probability that only the compartment or group of compartments under consideration may be flooded, disregarding any horizontal subdivision, as defined in paragraph 17,

si accounts for the probability of survival after flooding the compartment or group of compartments under consideration, and includes the effect of any horizontal subdivision, as defined in paragraph 18.

(2) As a minimum, the calculation of A shall be carried out at the level trim for the deepest subdivision draught ds and the partial subdivision draught dp. The estimated service trim

may be used for the light service draught dl. If, in any anticipated service condition within the draught range from ds to dl, the trim variation in comparison with the calculated trims is greater than 0.5% of L, one or more additional calculations of A are to be performed for the same draughts but including sufficient trims to ensure that, for all intended service conditions, the difference in trim in comparison with the reference trim used for one calculation shall be not more than 0.5% of L. Each additional calculation of A shall comply with paragraph 15 sub-paragraph (1).

(3) When determining the positive righting lever (GZ) of the residual stability curve in the intermediate and final equilibrium stages of flooding, the displacement used should be that of the intact loading condition. All calculations should be done with the ship freely trimming.

(4) The summation indicated by the above formula shall be taken over the ship’s subdivision length (Ls) for all cases of flooding in which a single compartment or two or more adjacent compartments are involved. In the case of unsymmetrical arrangements, the calculated A value should be the mean value obtained from calculations involving both sides. Alternatively, it should be taken as that corresponding to the side which evidently gives the least favourable result.

(5) Wherever wing compartments are fitted, contribution to the summation indicated by the formula shall be taken for all cases of flooding in which wing compartments are involved. Additionally, cases of simultaneous flooding of a wing compartment or group of compartments and the adjacent inboard compartment or group of compartments, but excluding damage of transverse extent greater than one half of the ship breadth B, may be added. For the purpose of this paragraph, transverse extent is measured inboard from ship’s side, at right angle to the centreline at the level of the deepest subdivision draught.

(6) In the flooding calculations carried out according to the regulations, only one breach of the hull and only one free surface need to be assumed. The assumed vertical extent of damage is to extend from the baseline upwards to any watertight horizontal subdivision above the waterline or higher. However, if a lesser extent of damage shall give a more severe result, such extent is to be assumed.

(7) If pipes, ducts or tunnels are situated within the assumed extent of damage, arrangements are to be made to ensure that progressive flooding cannot thereby extend to compartments other than those assumed flooded. However, The Director General. may permit minor progressive flooding if it is demonstrated that its effects can be easily controlled and the safety of the ship is not impaired.

17. Calculation of the factor pi – (1) The factor pi for a compartment or group of compartments shall be calculated in accordance with this sub-paragraph (1) and sub-paragraphs (2) and (3) of this paragraph using the following notations:

j = the aftmost damage zone number involved in the damage starting with No.1 at the stern;

n = the number of adjacent damage zones involved in the damage;

k = is the number of a particular longitudinal bulkhead as barrier or transverse penetration in a damage zone counted from shell towards the centre line. The shell has k = 0;

x1 = the distance from the aft terminal of Ls to the aft end of the zone in question;

x2 = the distance from the aft terminal of Ls to the forward end of the zone in question

b = the mean transverse distance in metres measured at right angles to the centreline at the deepest subdivision draught between the shell and an assumed vertical plane extended between the longitudinal limits used in calculating the factor pi and which is a tangent to, or common with, all or part of the outermost portion of the longitudinal bulkhead under consideration. This vertical plane shall be so orientated that the mean transverse distance to the shell is a maximum, but not more than twice the least distance between the plane and the shell. If the upper part of a longitudinal bulkhead is below the deepest subdivision draught the vertical plane used for determination of b is assumed to extend upwards to the deepest subdivision waterline. In any case, b is not to be taken greater than B/2.

If the damage involves a single zone only:

pi = p(x1j, x2j) · [r(x1j, x2j, bk) – r(x1j, x2j, b k-1)]

If the damage involves two adjacent zones:

pi = p(x1j, x2j+1) · [r(x1j, x2j+1, bk) – r(x1j, x2j+1, bk-1)]

– p(x1, x2j) · [r(x1jx2j, bk) – r(x1j, x2j, bk-1)]

– p(x1j+1, x2j+1)·[r(x1j+1, x2j+1, bk) – r(x1j+1, x2j+1, bk-1)]

If the damage involves three or more adjacent zones:

pi= p(x1j, x2j+n-1)·[r(x1j, x2j+n-1, bk) – r(x1j, x2j+n-1, bk-1)]

– p(x1jx2j+n-2)·[r(x1j, x2j+n-2, bk) – r(x1j, x2j+n-2, bk-1)]

– p(x1 j+1, x2j+n-1)·[r(x1 j+1, x2j+n-1, bk) – r(x1 j+1, x2j+n-1, b k-1)]

+ p(xj+1, x2j+n-2)·[r(x1j+1, x2j+n-2, bk) – r(x1 j+1, x2 j+n-2, bk-1)]

and where r(x1, x2, b0) = 0

(2) The factor p(x1, x2) is to be calculated according to the following formulae:

Overall normalised max damage length: J max = 10/33 Knuckle point in the distribution: Jkn = 5/33 Cumulative probability at Jkn : pk = 11/12

Maximum absolute damage length: l max = 60 m

Length where normalized distribution ends: L* = 260 m

Probability density at J = 0:

1 −

= 2 ( − )

−

When Ls ≤ L*:

= min{

, }

+ 2

1 − √1 + (1 − 2) + 1⁄4 22

b12 = bo

When Ls > L*:

∗ = min{

, }

∗

1 − √1 + (1 − 2) ∗ + 1⁄4 2∗2

∗ =

+ 2

∗ . ∗

∗. ∗

1 −

12 = 2(

−

)

−

1 −

= 4( − 2 )

1−

(−)

11 ( − ) 2

22 = −21

The non-dimensional damage length:

(2 − 1)

The normalized length of a compartment or group of compartments: Jn is to be taken as the lesser of J and Jm.

(3) Where neither limit of the compartment or group of compartments under consideration coincides with the aft or forward terminals:

J  Jk:

J > Jk:

(1, 2)

1 2

= 1 = 6

(11 + 312)

1 1 1

(1, 2) = = − 3 + ( − )2 + − (3 − 3)

2 3 11

2 11

3 21

+ (

− )(2 − 2) +

( −

2 21

(4) Where the aft limit of the compartment or group of compartments under consideration coincides with the aft terminal or the forward limit of the compartment or group of compartments under consideration coincides with the forward terminal:

J  Jk:

(1, 2) = 2 (1 + )

(1, 2) = 2 (2 + )

(5) Where the compartment or groups of compartments considered extends over the entire subdivision length (Ls):

p(x1, x2) = 1

The factor r(x1, x2, b) shall be determined by the following formulae:

(1, 2, ) = 1 − (1 − )[1 − ( ]

1, 2)

Where,

= 12(−45 + 4)

Where,

= 15

(6) Where the compartment or groups of compartments considered extends over the entire subdivision length (Ls):

1 2

= 1 = 2 11 + 12

(7) Where neither limits of the compartment or group of compartments under consideration coincides with the aft or forward terminals:

1 1

= = − 3 + ( − )2 +

2 3 11 0

2 11

Where = min(, )

(8) Where the aft limit of the compartment or group of compartments under consideration coincides with the aft terminal or the forward limit of the compartment or group of compartments under consideration coincides with the forward terminal:

= (2 + 1. ) 2

18. Calculation of the factor sub-division index (si) – (1) The factor si shall be determined for each case of assumed flooding, involving a compartment or group of compartments, in accordance with the following notations and the provisions in this paragraph. θe is the equilibrium heel angle in any stage of flooding, in degrees;

θv is the angle, in any stage of flooding, where the righting lever becomes negative, or the angle at which an opening incapable of being closed weathertight becomes submerged;

GZmax is the maximum positive righting lever, in metres, up to the angle θv; Range is the range of positive righting levers, in degrees, measured from the angle θe. The positive range is to be taken up to the angle θv;

Flooding stage is any discrete step during the flooding process, including the stage before equalisation (if any) until final equilibrium has been reached.

The factor si, for any damage case at any initial loading condition, di, shall be obtained from the formula:

i = {intermediate, final , mom, }

where:

Sintermediate,i is the probability to survive all intermediate flooding stages until the final equilibrium stage, and is calculated in accordance with sub-paragraph (2)

Sfinall,i is the probability to survive in the final equilibrium stage of flooding. It is calculated in accordance with Sub-paragraph (4)

smom,i is the probability to survive heeling moments, and is calculated in accordance with sub-paragraph (3).

(2) For passenger ships fitted with cross-flooding devices, the factor sintermediate, is taken as the least of the s-factors obtained from all flooding stages including the stage before equalisation, if any, and is to be calculated as follows:

, = [

× 0.05

1⁄4

7 ]

Where, GZmax is not to be taken as more than 0.05 m and Range as not more than 7°. sintermediate,i = 0, if the intermediate heel angle exceeds 15º for passenger ships.

For passenger Ships, where cross-flooding devices are fitted, the time for equalisation shall not exceed 10 min.

3 The factor sfinal,ishall be obtained from the formula:

, = [

× ]4

Where,

GZmax is not to be taken as more than TGZmax; Range is not to be taken as more than TRange;

TGZmax = 0.20 m, for Ro/Ro passenger ships each damage case that involves a Ro/Ro space, TGZmax = 0.12 m, otherwise;

TRange = 20º, for Ro/Ro passenger ships each damage case that involves a Ro/Ro space, TRange = 16º, otherwise;

= 1 ≤

= 0 ≥

= √ −

−

Where:

otherwise,

7° for Passenger ships; and

15° for passenegr ships.

(3) The factor smom,i is applicable only to passenger ships

and shall be calculated at the final equilibrium from the formula:

( − 0.04) ×

ℎ

where:

or dl).

Displacement is the intact displacement at the respective draught (ds, dp

Mheel is the maximum assumed heeling moment as calculated in

accordance with sub-paragraph 3 of paragraph 3; and smom,i ≤ 1

Mheel is the maximum assumed heeling moment as calculated in accordance with Sub paragraph (3) clause (a) and,

smom,i ≤ 1

(a) The heeling moment Mheel is to be calculated as follows:

Mheel = maximum { Mwind or MSurvivalcraft}

(i) Mpassenger is the maximum assumed heeling moment resulting from movement of passengers, and is to be obtained as follows wind is the maximum assumed wind force acting in a damage situation:

Mpassenger = (0.075 × Np) × (0.45 × B) ™

where:

Np is the maximum number of passengers permitted to be on board in the service condition corresponding to the deepest subdivision draught under consideration; and

B is the breadth of the ship as defined in sub-rule (9) of rule 3 .

Alternatively, the heeling moment may be calculated assuming the passengers are distributed with 4 persons per square metre on available deck areas towards one side of the ship on the decks where muster stations are located and in such a way that they produce the most adverse heeling moment. In doing so, a weight of 75 kg per passenger is to be assumed

(ii) Mwind is the maximum assumed wind moment acting in a damage situation:

Mwind =

(××) 9806

(tm)

where:

P = 120 N/ m2;

A = projected lateral area above waterline;

Z = distance from centre of lateral projected area above waterline to T/2; and

T = ship’s draught,( ds, dp or dl)

(b) MSurvivalcraft is the maximum assumed heeling moment due to the launching of all fully loaded davit-launched survival craft on one side of the ship. It shall be calculated using the following assumptions:-

(i) all lifeboats and rescue boats fitted on the side to which the ship has heeled after having sustained damage shall be assumed to be swung out fully loaded and ready for lowering;

(ii) for lifeboats which are arranged to be launched fully loaded from the stowed position, the maximum heeling moment during launching shall be taken;

(iii) a fully loaded davit-launched liferaft attached to each davit on the side to which the ship has heeled after having sustained damage shall be assumed to be swung out ready for lowering;

(iv) persons not in the life-saving appliances which are swung out shall not provide either additional heeling or righting moment; and

(v) life-saving appliances on the side of the ship opposite to the side to which the ship has heeled shall be assumed to be in a stowed position.

(4) Unsymmetrical flooding is to be kept to a minimum consistent with the efficient arrangements. Where it is necessary to correct large angles of heel, the means adopted shall, where practicable, be self-acting, but in any case where controls to equalisation devices are provided they shall be operable from above the Freeboard deck. These fittings together with their controls shall be acceptable to the Director-General. Suitable information concerning the use of equalisation devices shall be supplied to the master of the ship.

(a) tanks and compartments taking part in such equalisation shall be fitted with air pipes or equivalent means of sufficient cross-section to ensure that the flow of water into the equalisation compartments is not delayed;

(b) in all cases, si is to be taken as zero in those cases where the final waterline, taking into account sinkage, heel and trim, immerses:

(i) the lower edge of openings through which progressive flooding may take place and such flooding is not accounted for in the calculation of factor si. Such openings shall include air-pipes, ventilators and openings which are closed by means of weathertight doors or hatch covers; and

(ii) any part of the bulkhead deck in passenger ships considered horizontal evacuation route for compliance with chapter X.

(c) the factor si is to be taken as zero if, taking into account sinkage, heel and trim, any of the following occur in any intermediate stage or in the final stage of flooding:

(i) immersion of any vertical escape hatch in the freeboard deck intended for compliance with part III;

(ii) any controls intended for the operation of watertight doors, equalisation devices, valves on piping or on ventilation ducts intended to maintain the integrity of watertight bulkheads from above the freeboard deck become inaccessible or inoperable;

(iii) immersion of any part of piping or ventilation ducts located within the assumed extent of damage and carried through a watertight boundary if this can lead to the progressive flooding of compartments not assumed as flooded; and

(d) for passenger ships constructed on or after the 1st January 2024, immersion of the lower edge of openings through which progressive flooding may take place and such flooding is not accounted for in the calculation of factor si. Such openings shall include air pipes, ventilators and openings which are closed by means of weathertight doors or hatch covers.

(5) where horizontal watertight boundaries are fitted above the waterline under consideration the s-value calculated for the lower compartment or group of compartments shall be obtained by multiplying the value as determined in sub-paragraph (1) of paragraph 1 by the reduction factor vm according to Sub- paragraph (6), which represents the probability that the spaces above the horizontal subdivision shall not be flooded.

(a) the factor vm shall be obtained from the formula:

m = (j,n,m,) − (j,n,m–1,) where:

Hj, n, m is the least height above the baseline, in metres, within the longitudinal range of

x1(j)…x2(j+n-1) of the mth horizontal boundary which is assumed to limit the vertical extent of flooding for the damaged compartments under consideration;

Hj, n, m-1 is the least height above the baseline, in metres, within the longitudinal range of x1(j)…x2(j+n-1) of the (m-1)th horizontal boundary which is assumed to limit the vertical extent of flooding for the damaged compartments under consideration;

j signifies the aft terminal of the damaged compartments under consideration;

m represents each horizontal boundary counted upwards from the waterline under consideration;

d is the draught in question as defined in the sub-rule(28) of rule 3 ; and

x1 and x2 represent the terminals of the compartment or group of compartments considered in paragraph 17.

(6) The factors (j,n,m,) and (j,n,m–1,)shall be obtained from the formulae:

(, ) = 0.8

( − ) 7.8

( − ) ℎ, , 7.8 ;

(, ) = 0.8 + 0.2 (

( − ) − 7.8 4.7

) ℎ ,

where:

v(Hj, n, m, d) is to be taken as 1, if Hm coincides with the uppermost watertight boundary of the ship within the range (x1(j)…x2(j+n-1)), and

v(Hj, n, 0, d) is to be taken as 0.

In no case is vm to be taken as less than zero or more than 1.

(7) In general, each contribution dA to the index A in the case of horizontal subdivisions is obtained from the formula:

dA = pi . [v1 . smin1 + (v2 – v1) . smin2 + …. + /(1-vm-1) . sminm]

where:

vm = the v-value calculated in accordance with sub -paragraph (6);

Smin = the least s-factor for all combinations of damages obtained when the assumed damage extends from the assumed damage height Hm downwards.

19. Permeability. – (1) For the purpose of the subdivision and damage stability calculations of the rules, the permeability of each general compartment or part of a compartment shall be as follows :

Spaces Permeability

Appropriated to stores 0.60

Occupied by accommodation 0.95

Occupied by machinery 0.85

Void spaces 0.95

Intended for liquids 0 or 0.95*

[*Whichever results in the more severe requirement.]

(2) For the purpose of the subdivision and damage stability calculations of the rules, the permeability of each cargo compartment or part of a compartment shall l be as follows:

Spaces Permeability at draught ds Permeability at draught dp Permeability at draught dl

Dry Cargo spaces 0.70 0.80 0.95

Container spaces 0.70 0.80 0.95

Ro/Ro spaces 0.90 0.90 0.95

Cargo liquids 0.70 0.80 0.95

(3) Other figures for permeability may be used if substantiated by calculations.

20. Special requirements concerning passenger ship stability – (1) A passenger ship intended to carry 400 or more persons shall have watertight subdivision abaft the collision bulkhead so that si= 1 for a damage involving all the compartments within 0.08L measured from the forward perpendicular for the three loading conditions used to calculate the attained subdivision index A. If the attained subdivision index A is calculated for different trims, this requirement shall also be satisfied for those loading conditions

(2) A passenger ship intended to carry 36 or more persons is to be capable of withstanding damage along the side shell to an extent specified compliance with this sub-paragraph 3 is to be achieved by demonstrating that si, as defined in paragraph 18, is not less than 0.9 for the three loading conditions used to calculate the attained subdivision index A. If the attained subdivision index A is calculated for different trims, this requirement shall also be satisfied for those loading conditions.

(3) The damage extent to be assumed when demonstrating compliance with sub-paragraph 2 , is to be dependent on the total number of persons carried, and L, such that.

(4) The vertical extent of damage is to extend from the ship’s moulded baseline to a position up to 12.5 m above the position of the deepest subdivision draught as defined in the in sub-rule

(28) of rule 3, unless a lesser vertical extent of damage were to give a lower value of si, in which case this reduced extent is to be used.

(5) 400 or more persons are to be carried, a damage length of 0.03L, but not less than 3 m is to be assumed at any position along the side shell, in conjunction with a penetration inboard of 0.1B but not less than 0.75 m measured inboard from the ship side, at right angles to the centerline at the level of the deepest subdivision draught.

(6) Where less than 400 persons are carried, damage length is to be assumed at any position along the shell side between transverse watertight bulkheads provided that the distance between two adjacent transverse watertight bulkheads is not less than the assumed damage length. If the distance between adjacent transverse watertight bulkheads is less than the assumed damage length, only one of these bulkheads shall be considered effective for the purpose of demonstrating compliance of sub – paragraph (2).

(7) where 36 persons are carried, a damage length of 0.015L but not less than 3 m is to be assumed, in conjunction with a penetration inboard of 0.05B but not less than 0.75 m.

(8) where more than 36, but fewer than 400 persons are carried the values of damage length and penetration inboard, used in the determination of the assumed extent of damage, are to be obtained by linear interpolation between the values of damage length and penetration which apply for ships carrying 36 persons and 400 persons as specified in sub-paragraph (5) and (7).

21. System capabilities and operational information after a flooding casualty on passenger ships – (1) Application: passenger ships having length, as defined in schedule 1, of 120 meter or more or having three or more main vertical zones shall comply with the provisions of this schedule.

(2) Availability of essential systems in case of flooding damage, a passenger ship shall be designed so that the systems specified in paragraph 38 remain operational when the ship is subject to flooding of any single watertight compartment.

(3) Operational information after a flooding casualty –

(a) for the purpose of providing operational information to the master for safe return to port after a flooding casualty, passenger ships, as specified in sub- paragraph (1) of paragraph 21

(i) an onboard stability computer; or

(ii) shore-based support, based on the guidelines developed based on the guidelines developed by the organisation

(b) passenger ships constructed before the 1st January, 2014 shall comply with the provisions in the clause of clause (a) of sub-paragraph (3) of paragraph (21) not later than the first renewal survey after the 1st January, 2025.

(c) In addition to the requirements specified in this paragraph, vessels classified under type I to IV shall also comply with the requirements specified under Paragraph 96.

22. Double bottoms in passenger ships – (1) A double bottom shall be fitted extending from the collision bulkhead to the after peak bulkhead as far as this is practicable and compatible with the design and proper working of the ship.

(2) Where a double bottom is required to be fitted the inner bottom shall be continued out to the ship’s sides in such a manner as to protect the bottom to the turn of the bilge. Such protection shall be deemed satisfactory if the inner bottom is not lower at any part than a plane parallel with the keel line and which is located not less than a vertical distance h measured from the keel line, as calculated by the formula:

h = B/20

However, in no case is the value of h to be less than 760 mm, and need not be taken as more than 2,000 mm.

(3) Small wells constructed in the double bottom in connection with drainage arrangements shall not extend downward more than necessary. The vertical distance from the bottom of such a well to a plane coinciding with the keel line shall not be less than h/2 or 500 mm, whichever is greater, or compliance with paragraph (8) of this paragraph all be shown for that part of the ship. The vertical distance from the bottom of such a well to a plane coinciding with the keel line shall not be less than h/2 or 500 mm, whichever is greater, or compliance with the paragraph that shall be shown for that part of the ship.

(4) Other wells (e.g. for lubricating oil under main engines) may be permitted by the Director – General if satisfied that the arrangements give protection equivalent to that afforded by a double bottom complying with this paragraph.

(5) A double bottom need not be fitted in way of watertight tanks, including dry tanks of moderate size, provided the safety of the ship is not impaired in the event of bottom or side damage.

(6) In the case of passenger ships of classes V, VI , the Director-General may permit a double bottom to be dispensed with if satisfied that the fitting of a double bottom in that part would not be compatible with the design and proper working of the ship.

(7) In the case of unusual bottom arrangements in a passenger ship, it shall be demonstrated that the ship is capable of withstanding bottom damages as specified in the paragraph.

(8) Compliance with sub-paragraphs (3),(6) and (7) is to be achieved by demonstrating that si, when calculated in accordance with rule 18, is not less than one for all service conditions when subject to bottom damage with an extent specified below for any position in the affected part of the ship-

(a) flooding of such spaces shall not render emergency power and lighting, internal communication, signals or other emergency devices inoperable in other parts of the ship;

(b) assumed extent of damage shall be as follows:

For 0.3 L from the forward perpendicular of the ship

Any other part of the ship

Longitudinal extent L2/3 or 14.5 m, whichever is less 1/3 L2/3 or 14.5 m, Whichever is less

Transverse extent B/6 or 10 m,

whichever is less B/6 or 5 m,

whichever is less

B/20, to be takenB/20, to be taken

Vertical extent, not less not less

measured from the than 0.76 m and than 0.76 m and

keel line not more not more

than 2 mthan 2 m

(9) In case of large lower holds in passenger ships, the Director-General may require an increased double bottom height of not more than B/10 or 3 m, whichever is less, measured from the keel line. Alternatively, bottom damages may be calculated for these areas.

23. Construction of watertight bulkheads – (1) Each watertight subdivision bulkhead, whether transverse or longitudinal, shall be constructed having scantlings as specified in the rule. In all cases, watertight subdivision bulkheads shall be capable of supporting at least the pressure due to a head of water up to the bulkhead deck of passenger ships

(2) In all cases, watertight subdivision bulkheads shall be capable of supporting at least the pressure due to a head of water up to the bulkhead deck of passenger ships.

24. Initial testing of watertight bulkheads, etc – (1) Testing watertight spaces not intended to hold liquids and cargo holds intended to hold ballast by filling them with water is not compulsory. When testing by filling with water is not carried out, a hose test shall be carried out where practicable. This test shall be carried out in the most advanced stage of fitting out of the ship. Where a hose test is not practicable because of possible damage to machinery, electrical equipment insulation or outfitting items, it may be replaced by a careful visual examination of welded connections, supported where deemed necessary by means such as a dye penetrant test or an ultrasonic leak test or an equivalent test. In any case a thorough inspection of the watertight bulkheads shall be carried out.

(2) The forepeak, double bottom (including duct keels) and inner skins shall be tested with water to a head corresponding to the requirements of sub-paragraphs (1) of paragraph 23.

(3) Tanks which are intended to hold liquids, and which form part of the watertight subdivision of the ship, shall be tested for tightness and structural strength with water to a head corresponding to its design pressure. The water head is in no case to be less than the top of the air pipes or to a level of 2.4 m above the top of the tank, whichever is the greater.

(4) The tests referred to sub-paragraphs (2) and (3) of paragraph 24 are for the purpose of ensuring that the subdivision structural arrangements are watertight and are not to be regarded as a test of the fitness of any compartment for the storage of oil fuel or for other special purposes for which a test of a superior character may be required depending on the height to which the liquid has access in the tank or its connections.

25. Peak and machinery space bulkheads, shaft tunnels, etc.- (1) A collision bulkhead shall be fitted which shall be watertight up to the bulkhead deck. This bulkhead shall be located at a distance from the forward perpendicular of not less than 0.05L or 10 m, whichever is the less, and, except as may be permitted by the Director-General, not more than 0.08L or 0.05L + 3 m, whichever is the greater

(2) The ship shall be so designed that si calculated in accordance with paragraph 18 shall l not be less than one at the deepest subdivision draught loading condition, level trim or any forward trim loading conditions, if any part of the ship forward of the collision bulkhead is flooded without vertical limits.

(3) Where any part of the ship below the waterline extends forward of the forward perpendicular, e.g. a bulbous bow, the distances stipulated in sub-paragraph (1) shall be measured from a point either –

(a) at the mid-length of such extension;

(b) at a distance 0.015L forward of the forward perpendicular; or

(4) The bulkhead may have steps or recesses provided they are within the limits prescribed in sub-paragraph (1) or sub – paragraph (3).

(5) No doors, manholes, access openings, ventilation ducts or any other openings shall be fitted in the collision bulkhead below the bulkhead deck of passenger ships.

(6) Except as provided in clause(b) of sub-paragraph (6), the collision bulkhead may be pierced below the bulkhead deck by not more than one pipe for dealing with fluid in the forepeak tank, provided that the pipe is fitted with a screw-down valve capable of being operated from above the bulkhead deck, the valve chest being secured inside the forepeak to the collision bulkhead. The Director-General may, however, authorize the fitting of this valve on the after side of the collision bulkhead provided that the valve is readily accessible under all service conditions and the space in which it is located is not a cargo space. All valves shall be of steel, bronze or other approved ductile material. Valves of ordinary cast iron or similar material are not acceptable —

(a) for ships constructed on or after the 1st January 2024, except as provided in clause

(b) of sub- paragraph 6, the collision bulkhead may be pierced below the freeboard deck by not more than one pipe for dealing with fluid in the forepeak tank, provided that the pipe is fitted with a remotely controlled valve capable of being operated from above the bulkhead deck. The valve shall be normally closed. If the remote-control system fails during operation of the valve, the valve shall close automatically or be capable of being closed manually from a position above the freeboard deck. The valve shall be located at the collision bulkhead on either the forward or aft side, provided the space on the aft side is not a cargo space. The valve shall be of steel, bronze or other approved ductile material. Valves of ordinary cast iron or similar material are not acceptable;

(b) if the forepeak is divided to hold two different kinds of liquids, The Director General may allow the collision bulkhead to be pierced below the bulkhead deck by two pipes, each of which is fitted as required by clause (a) of sub-paragraph (6), provided The Director General is satisfied that there is no practical alternative to the fitting of such a second pipe and that, having regard to the additional subdivision provided in the forepeak, the safety of the ship is maintained.

(7) Where a long forward superstructure is fitted the collision bulkhead shall be extended weathertight to the deck next above the bulkhead deck. The extension need not be fitted directly above the bulkhead below provided that all parts of the extension, including any

part of the ramp attached to it are located within the limits prescribed in sub-paragraph (1) or sub-paragraph (3) with the exception permitted by sub-paragraph (8) and that the part of the deck which forms the step is made effectively weathertight. The extension shall be so arranged as to preclude the possibility of the bow door causing damage to it in the case of damage to, or detachment of, a bow door or any part of the ramp.

(8) Where bow doors are fitted and a sloping loading ramp forms part of the extension of the collision bulkhead above the bulkhead deck of passenger ships the ramp shall be weathertight over its complete length.

(9) The number of openings in the extension of the collision bulkhead above the freeboard deck shall be restricted to the minimum compatible with the design and normal operation of the ship. All such openings shall be capable of being closed weathertight.

(10) Bulkheads shall be fitted separating the machinery space from cargo and accommodation spaces forward and aft and made watertight up to the bulkhead deck. An afterpeak bulkhead shall also be fitted and made watertight up to the bulkhead deck. The afterpeak bulkhead may, however, be stepped below the bulkhead deck, provided the degree of safety of the ship as regards subdivision is not thereby diminished

(11) In all cases stern tubes shall be enclosed in watertight spaces of moderate volume. In passenger ships the stern gland shall be situated in a watertight shaft tunnel or other watertight space separate from the stern tube compartment and of such volume that, if flooded by leakage through the stern gland, the bulkhead deck shall not be immersed.

26. Openings in watertight boundaries below the bulkhead deck in passenger ships –(1) The number of openings in watertight boundaries shall be reduced to the minimum compatible with the design and proper working of the ship; satisfactory means shall be provided for closing these openings.

(2) (a) where pipes, scuppers, electric cables, etc., are carried through watertight boundaries, arrangements shall be made to ensure the watertight integrity of the boundaries.

(b) valves not forming part of a piping system shall not be permitted in watertight boundaries; and

(c) lead or other heat sensitive materials shall not be used in systems which penetrate watertight boundaries, where deterioration of such systems in the event of fire would impair the watertight integrity of the boundaries.

(3) No doors, manholes or access openings are permitted in watertight transverse bulkheads dividing a cargo space from an adjoining cargo space, except as provided in clause (a) of sub-paragraph 8 of paragraph 26 and in paragraph 27.

(4) Not more than one door, apart from the doors to shaft tunnels, may be fitted in each watertight bulkhead within spaces containing the main and auxiliary propulsion machinery including boilers serving the needs of propulsion. Where two or more shafts are fitted, the tunnels shall be connected by an intercommunicating passage. There shall be only one door between the

machinery space and the tunnel spaces where two shafts are fitted and only two doors where there are more than two shafts. All these doors shall be of the sliding type and shall be so located as to have their sills as high as practicable. The hand gear for operating these doors from above the bulkhead deck shall be situated outside the spaces containing the machinery.

(5) (a) watertight doors, except as provided in paragraph 21 or paragraph 27, shall be power-operated sliding doors complying with the requirements of sub- paragraph 6;

(b) The means of operation whether by power or by hand of any power-operated sliding watertight door shall be capable of closing the door with the ship listed to 15º either way. Consideration shall also be given to the forces which may act on either side of the door as may be experienced when water is flowing through the opening, applying a static head equivalent to a water height of at least the one meter above the sill on the centerline of the door; and

(c) Watertight door controls, including hydraulic piping and electric cables, shall be kept as close as practicable to the bulkhead in which the doors are fitted, in order to minimize the likelihood of them being involved in any damage which the ship may sustain. The positioning of watertight doors and their controls shall be such that if the ship sustains damage within one fifth of the breadth of the ship, as defined, such distance being measured at right angles to the centerline at the level of the deepest subdivision draught, the operation of the watertight doors clear of the damaged portion of the ship is not impaired.

(6) (a) each power-operated sliding watertight door:-

(i) shall have a vertical or horizontal motion;

(ii) shall, subject to sub-paragraph (9), be normally limited to a maximum clear opening width of 1.2 meter. the Director-General may permit larger doors only to the extent considered necessary for the effective operation of the ship provided that other safety measures, including the following, are taken into consideration:-

(A) special consideration shall be given to the strength of the door and its closing appliances in order to prevent leakages; and

(B) the door shall be located inboard the damage zone B/5;

(C) shall be fitted with the necessary equipment to open and close the door using electric power, hydraulic power or any other form of power that is acceptable to The Director General;

(D) shall be provided with an individual hand-operated mechanism. It shall be possible to open and close the door by hand at the door itself from either side, and in addition, close the door from an accessible position above the bulkhead deck with an all-round crank motion or some other movement providing the same degree of safety acceptable to the Director-General, Direction of rotation or other movement is to be clearly indicated at all operating positions. The time necessary for the complete closure of the door, when operating by hand gear, shall not exceed 90 s with the ship in the upright position. Visual indicators to show whether the door is open or closed shall be provided at the accessible position above the bulkhead deck;

(E) shall be provided with controls for opening and closing the door by power from both sides of the door and also for closing the door by power from the central operating console(s) required by clause (a) of paragraph 7;

(F) shall be provided with an audible alarm, distinct from any other alarm in the area, which shall sound whenever the door is closed remotely by power and which shall sound for at least 5 s but no more than 10 s before the door begins to move and shall continue sounding until the door is completely closed. In the case of remote hand operation it is

sufficient for the audible alarm to sound only when the door is moving. Additionally, in passenger areas and areas of high ambient noise The Director General. may require the audible alarm to be supplemented by an intermittent visual signal at the door; and

(G) shall have an approximately uniform rate of closure under power. The closure time, from the time the door begins to move to the time it reaches the completely closed position, shall in no case be less than 20 seconds or more than 40 seconds with the ship in the upright position.

(b) the electrical power required for power-operated sliding watertight doors shall be supplied from the emergency switchboard either directly or by a dedicated distribution board situated above the bulkhead deck. The associated control, indication and alarm circuits shall be supplied from the emergency switchboard either directly or by a dedicated distribution board situated above the bulkhead deck and be capable of being automatically supplied by the transitional source of emergency electrical power required by the paragraph in the event of failure of either the main or emergency source of electrical power;

(i) a centralised hydraulic system with two independent power sources each consisting of a motor and pump capable of simultaneously closing all doors. In addition, there shall be for the whole installation hydraulic accumulators of sufficient capacity to operate all the doors at least three times, i.e. closed-open-closed, against an adverse list of 15º. This operating cycle shall be capable of being carried out when the accumulator is at the pump cut-in pressure. The fluid used shall be chosen considering the temperatures liable to be encountered by the installation during its service. The power-operating system shall be designed to minimise the possibility of having a single failure in the hydraulic piping adversely affect the operation of more than one door. The hydraulic system shall be provided with a low-level alarm for hydraulic fluid reservoirs serving the power-operated system and a low gas pressure alarm or other effective means of monitoring loss of stored energy in hydraulic accumulators. These alarms are to be audible and visual and shall be situated on the central operating console(s) required by paragraph 7; or

(ii) an independent hydraulic system for each door with each power source consisting of a motor and pump capable of opening and closing the door. In addition, there shall be a hydraulic accumulator of sufficient capacity to operate the door at least three times, i.e. closed-open-closed, against an adverse list of 15 degree. This operating cycle shall be capable of being carried out when the accumulator is at the pump cut-in pressure. The fluid used shall be chosen considering the temperatures liable to be encountered by the installation during its service. A low gas pressure group alarm or other effective means of monitoring loss of stored energy in hydraulic accumulators shall be provided at the central operating console(s) required by paragraph 7. Loss of stored energy indication at each local operating position shall also be provided; or

(iii) an independent electrical system and motor for each door with each power source consisting of a motor capable of opening and closing the door. The power source shall be capable of being automatically supplied by the transitional source of emergency electrical power as required by the paragraph – in the event of failure of either the main or emergency source of electrical power and with sufficient capacity to operate the door at least three times, i.e. closed-open-closed, against an adverse list of 15 degree;

(iv) for the systems specified in paragraphs 6 provision should be made as follows: Power systems for power-operated sliding watertight doors shall be separate from any other power system. A single failure in the electric or hydraulic power-operated systems excluding the hydraulic actuator shall not prevent the hand operation of any door.

(d) control handles shall be provided at each side of the bulkhead at a minimum height of 1.6 m above the floor and shall be so arranged as to enable persons passing through the doorway to hold both handles in the open position without being able to set the power closing mechanism in operation accidentally. The direction of movement of the handles in opening and closing the door shall be in the direction of door movement and shall be clearly indicated;

(e) as far as practicable, electrical equipment and components for watertight doors shall be situated above the bulkhead deck and outside hazardous areas and spaces;

(f) the enclosures of electrical components necessarily situated below the bulkhead deck shall provide suitable protection against the ingress of water;

(g) electric power, control, indication and alarm circuits shall be protected against fault in such a way that a failure in one door circuit shall not cause a failure in any other door circuit. Short circuits or other faults in the alarm or indicator circuits of a door shall not result in a loss of power operation of that door. Arrangements shall be such that leakage of water into the electrical equipment located below the bulkhead deck shall l not cause the door to open;

(h) A single electrical failure in the power operating or control system of a power-operated sliding watertight door shall not result in a closed door opening. Availability of the power supply should be continuously monitored at a point in the electrical circuit as near as practicable to each of the motors required by sub- paragraph (6). Loss of any such power supply should activate an audible and visual alarm at the central operating console(s) required by clause (a) of paragraph 7.

(7) (a) a central operating console for all power-operated sliding watertight doors shall be located in the safety centre in accordance with the paragraph defined. If the safety centre is located in a separate space adjacent to the navigation bridge, a central operating console shall also be located on the navigation bridge. The central operating console(s) shall have a “master mode” switch with two modes of control: a “local control” mode, which shall allow any door to be locally opened and locally closed after use without automatic closure, and a “doors closed” mode, which shall automatically close any door that is open in not more than 60 s with the ship in an upright position. The “doors closed” mode shall permit doors to be opened locally and shall automatically re-close the doors upon release of the local control mechanism. The “master mode” switch shall normally be in the “local control” mode. The “doors closed” mode shall only be used in an emergency or for testing purposes.

(b) for ships subject to the provisions and constructed before the 1st January, 2024, the central operating console at the navigation bridge shall be provided with a diagram showing the location of each door, with visual indicators to show whether each door is open or closed. A red light shall indicate a door is fully open and a green light shall indicate a door is fully closed. When the door is closed remotely the red light shall indicate the intermediate position by flashing. The indicating circuit shall be independent of the control circuit for each door;

(c) for ships constructed on or after the 1st January, 2024, the central operating console(s) shall be provided with a diagram showing the location of each power-operated sliding watertight door, with visual indicators to show whether each door is open or closed. A red light shall indicate a door is fully open and a green light shall indicate a door is fully closed. When the door is closed remotely the red light shall indicate the intermediate position by flashing. The indicating circuit shall be independent of the control circuit for each door. Indication shall also

be provided to the onboard stability computer. As installed as per the paragraph; and

(d) it shall not be possible to remotely open any door from the central operating console.

(8) (a) if the Director-General is satisfied that such doors are essential, watertight doors of satisfactory construction may be fitted in watertight bulkheads dividing cargo spaces on ‘tween decks. Such doors may be hinged, rolling or sliding doors but shall not be remotely controlled. They shall be fitted at the highest level and as far from the shell plating as practicable, but in no case shall the outboard vertical edges be situated at a distance from the shell plating which is less than one fifth of the breadth of the ship, as defined in regulation, such distance being measured at right angles to the centerline at the level of the deepest subdivision draught; and (b)Should any such doors be accessible during the voyage, they shall be fitted with a device which prevents unauthorized opening. When it is proposed to fit such doors, the number

and arrangements shall receive the special consideration of The Director General.

(9) Portable plates on bulkheads shall not be permitted except in machinery spaces. The Director

-General. may permit not more than one power-operated sliding watertight door larger than those specified in paragraph (6) to be substituted for these portable plates in each watertight bulkhead, provided these doors are intended to remain closed during navigation except in case of urgent necessity at the discretion of the master. These doors need not meet the requirements of paragraph (6) regarding complete closure by hand-operated gear in 90 s.

(10) (a). Where trunkways or tunnels for access from crew accommodation to the machinery spaces, for piping, or for any other purpose are carried through watertight bulkheads, they shall be watertight and in accordance with the requirements on the paragraph 30. The access to at least one end of each such tunnel or trunk way, if used as a passage at sea, shall be through a trunk extending watertight to a height sufficient to permit access above the bulkhead deck. The access to the other end of the trunkway or tunnel may be through a watertight door. Such trunk ways or tunnels shall not extend through the first subdivision bulkhead abaft the collision bulkhead;

(b) where it is proposed to fit tunnels piercing watertight bulkheads, these shall receive the special consideration of the Director-General;

(c) where trunk ways in connection with refrigerated cargo and ventilation or forced draught trunks are carried through more than one watertight bulkhead, the means of closure at such openings shall be operated by power and be capable of being closed from a central position situated above the bulkhead deck.

27. Passenger ships carrying goods vehicles and accompanying personnel – (1) This paragraph applies to passenger ships designed or adapted for the carriage of goods vehicles and accompanying personnel

(2) If in such a ship the total number of passengers which include personnel accompanying vehicles does not exceed 12 + Ad/25, where Ad = total deck area (square meters) of spaces available for the stowage of goods vehicles and where the clear height at the stowage position and at the entrance to such spaces is not less than four meter, the provisions of sub-paragraph (8) paragraph 26 in respect of watertight doors apply except that the doors

may be fitted at any level in watertight bulkheads dividing cargo spaces. Additionally, indicators are required on the navigation bridge to show automatically when each door is closed and all door fastenings are secured.

(3) The ship may not be certified for a higher number of passengers than assumed in sub-paragraph (2), if a watertight door has been fitted in accordance with this rule.

28. Openings in the shell plating below the bulkhead deck of passenger ships – (1) The number of openings in the shell plating shall be reduced to the minimum compatible with the design and proper working of the ship

(2) The number of openings in the shell plating shall be reduced to the minimum compatible with the design and proper working of the ship.

(3) (a) subject to the requirements of the International Convention on load lines in force, no side scuttle shall be fitted in such a position that its sill is below a line drawn parallel to the bulkhead deck at side and having its lowest point 2.5 percent of the breadth of the ship above the deepest subdivision draught, or 500 mm, whichever is the greater;

(b) subject to the requirements of the International Convention on Load Lines in force, no side scuttle shall be fitted in such a position that its sill is below a line drawn parallel to the bulkhead deck at side and having its lowest point 2.5 percent of the breadth of the ship above the deepest subdivision draught, or 500 millimeter, whichever is the greater.

(4) efficient hinged inside deadlights so arranged that they can be easily and effectively closed and secured watertight, shall be fitted to all sidescuttles except that abaft one eighth of the ship’s length from the forward perpendicular and above a line drawn parallel to the bulkhead deck at side and having its lowest point at a height of 3.7 meter plus 2.5 percent of the breadth of the ship above the deepest subdivision draught, the deadlights may be portable in passenger accommodation, unless the deadlights are required by the International Convention on load ines in force to be permanently attached in their proper positions. Such portable deadlights shall be stowed adjacent to the side scuttles they serve.

(5) (a) no side scuttles shall be fitted in any spaces which are appropriated exclusively to the carriage of cargo; and

(b) side scuttles may, however, be fitted in spaces appropriated alternatively to the carriage of cargo or passengers, but they shall be of such construction as shall effectively prevent any person opening them or their deadlights without the consent of the master.

(6) Automatic ventilating sidescuttles shall not be fitted in the shell plating below the bulkhead deck of passenger ships without the special sanction of the Director-General.

(7) The number of scuppers, sanitary discharges and other similar openings in the shell plating shall be reduced to the minimum either by making each discharge serve for as many as possible of the sanitary and other pipes, or in any other satisfactory manner.

(8) (a) All inlets and discharges in the shell plating shall be fitted with efficient and accessible arrangements for preventing the accidental admission of water into the ship;

(b) subject to the requirements of the International Convention on load lines in force, and

except as provided in clause (c) of sub- paragraph 8 , each separate discharge led through the shell plating from spaces below the bulkhead deck of passenger ships shall be provided with either one automatic non-return valve fitted with a positive means of closing it from above the bulkhead deck of passenger ships or with two automatic non-return valves without positive means of closing, provided that the inboard valve is situated above the deepest subdivision draught and is always accessible for examination under service conditions. Where a valve with positive means of closing is fitted, the operating position above the bulkhead deck of passenger ships shall always be readily accessible and means shall be provided for indicating whether the valve is open or closed –

(i) the requirements of the International Convention on load lines in force shall apply to discharges led through the shell plating from spaces above the bulkhead deck of passenger ships;

(c) machinery space, main and auxiliary sea inlets and discharges in connection with the operation of machinery shall be fitted with readily accessible valves between the pipes and the shell plating or between the pipes and fabricated boxes attached to the shell plating. In manned machinery spaces the valves may be controlled locally and shall be provided with indicators showing whether they are open or closed;

(d) moving parts penetrating the shell plating below the deepest subdivision draught shall be fitted with a watertight sealing arrangement acceptable to The Director General. The inboard gland shall be located within a watertight space of such volume that, if flooded, the bulkhead deck of passenger ships shall not be submerged. The Director General may require that if such compartment is flooded, essential or emergency power and lighting, internal communication, signals or other emergency devices must remain available in other parts of the ship;

(e) all shell fittings and valves required by this rule shall be steel, bronze or other approved ductile material. Valves of ordinary cast iron or similar material are not acceptable. All pipes to which this rule refers shall be steel or other equivalent material to the satisfaction of the Director-General.

(9) For ships subject to the provisions of rule 1.1.1.1 as per International Convention for the Safety of Life at Sea and constructed before the 1st January, 2024, gangway, cargo and fueling ports fitted below the bulkhead deck of passenger ships shall be watertight and in no case be so fitted as to have their lowest point below the deepest subdivision draught.

(10) For ships constructed on or after the 1st January, 2024, cargo ports and other similar openings (e.g. gangway and fueling ports) in the side of ships below the bulkhead deck of passenger ships shall be fitted with doors so designed as to ensure the same watertightness and structural integrity as the surrounding shell plating. Unless otherwise granted by the Director- General, these openings shall open outwards. The number of such openings shall be the minimum compatible with the design and proper working of the ship. In no case shall these openings be so fitted as to have their lowest point below the deepest subdivision draught.

29. Construction and initial tests of watertight Closures. – (1) In all ships:-

(a) the design, materials and construction of all watertight doors, sidescuttles, gangway and cargo ports, valves, pipes, ash-chutes and rubbish-chutes referred to in these rules shall be to the satisfaction of the Director-General;

(b) such valves, doors and mechanisms shall be suitably marked to ensure that they may be properly used to provide maximum safety; and

(c) the frames of vertical watertight doors shall have no groove at the bottom in which dirt might lodge and prevent the door closing properly.

(2) Watertight doors and hatches shall be tested by water pressure to the maximum head of water they might sustain in a final or intermediate stage of flooding. Where testing of individual doors and hatches is not carried out because of possible damage to insulation or outfitting items, testing of individual doors and hatches may be replaced by a prototype pressure test of each type and size of door or hatch with a test pressure corresponding at least to the head required for the individual location. The prototype test shall be carried out before the door or hatch is fitted. The installation method and procedure for fitting the door or hatch on board shall correspond to that of the prototype test. When fitted on board, each door or hatch shall be checked for proper seating between the bulkhead, the frame and the door or between deck, the coaming and the hatch.

30. Construction and initial tests of watertight decks, trunks, etc – (1) Watertight decks, trunks, tunnels, duct keels and ventilators shall be of the same strength as watertight bulkheads at corresponding levels. The means used for making them watertight, and the arrangements adopted for closing openings in them, shall be to the satisfaction of The Director General. Watertight ventilators and trunks shall be carried at least up to the bulkhead deck in passenger ships

(2) In passenger ships, where a ventilation trunk passing through a structure penetrates a watertight area of the bulkhead deck, the trunk shall be capable of withstanding the water pressure that may be present within the trunk, after having taken into account the maximum heel angle during flooding, in accordance with paragraph 18.

(3) In Ro/Ro passenger ships, where all or part of the penetration of the bulkhead deck is on the main Ro/Ro deck, the trunk shall be capable of withstanding impact pressure due to internal water motions (sloshing) of water trapped on the Ro/Ro deck.

(4) After completion, a hose or flooding test shall be applied to watertight decks and a hose test to watertight trunks, tunnels and ventilators.

31. Internal watertight integrity of passenger ships above the bulkhead deck – (1) For passenger ships subject to the provisions of regulation 1.1.1.1 of International Convention of Safety of Life at Sea and constructed before the 1st January, 2024, the Director-General. may require that all reasonable and practicable measures shall be taken to limit the entry and spread of water above the bulkhead deck. Such measures may include partial bulkheads or webs. When partial watertight bulkheads and webs are fitted on the bulkhead deck, above or in the immediate vicinity of watertight bulkheads, they shall have watertight shell and bulkhead deck connections so as to restrict the flow of water along the deck when the ship is in a heeled damaged condition. Where the partial watertight bulkhead does not line up with the bulkhead

below, the bulkhead deck between shall be made effectively watertight. Where openings, pipes, scuppers, electric cables, etc. are carried through the partial watertight bulkheads or decks within the immersed part of the bulkhead deck, arrangements shall be made to ensure the watertight integrity of the structure above the bulkhead deck

(2) For ships constructed on or after the 1st January, 2024, the internal watertight subdivision arrangements to limit the entry and spread of water above the bulkhead deck shall be in accordance with the design arrangements necessary for compliance with the stability requirements as per these rule if applicable. Where pipes, scuppers, electric cables, etc. are carried through internal watertight boundaries that are immersed at any intermediate or final stage of flooding in damage cases that contribute to the attained subdivision index A, arrangements shall be made to ensure their watertight integrity.

(3) For ships constructed on or after the 1st January, 2024, doors in internal watertight subdivision arrangements above the bulkhead deck, and also above the worst intermediate or final stage of flooding waterlines, shall be capable of preventing the passage of water when immersed in the required range of positive stability for any damage cases contributing to the attained subdivision index A. These doors may remain open provided they can be remotely closed from the navigation bridge. They shall always be ready to be immediately closed.

(4) All openings in the exposed weather deck shall have coamings of ample height and strength and shall be provided with efficient means for expeditiously closing them weathertight. Freeing ports, open rails and scuppers shall be fitted as necessary for rapidly clearing the weather deck of water under all weather conditions.

(5) Air pipes terminating within a superstructure which are not fitted with watertight means of closure shall be considered as unprotected openings when applying sub-paragraph (6) of paragraph 18.

(6) Sidescuttles, gangway, cargo and fueling ports and other means for closing openings in the shell plating above the bulkhead deck shall be of efficient design and construction and of sufficient strength having regard to the spaces in which they are fitted and their positions relative to the deepest subdivision draught

(7) Efficient inside deadlights, so arranged that they can be easily and effectively closed and secured watertight, shall be provided for all sidescuttles to spaces below the first deck above the bulkhead deck.

32. Integrity of the hull and superstructure, damage prevention and control on Ro/Ro passenger ships – (1) (a) all access from the Ro/Ro deck that leads to spaces below the bulkhead deck shall have a lowest point which is not less than 2.5 meter above the bulkhead deck.

(b) where vehicle ramps are installed to give access to spaces below the bulkhead deck, their openings shall be able to closed weathertight to prevent ingress of water below and fitted with alarms and open/close indicators on the navigation bridge. The means of closure shall be watertight if the deck is intended as a watertight horizontal boundary;

spaces below the bulkhead deck provided they are necessary for the essential working of the ship, e.g. the movement of machinery and stores, and subject to such access being made watertight, fitted with alarms and open or close indicators on the navigation bridge;

(2) Indicators shall be provided on the navigation bridge for all shell doors, loading doors and other closing appliances which, if left open or not properly secured, could, in the opinion of The Director General., lead to flooding of a special category space or Ro/Ro space. The indicator system shall be designed on the fail-safe principle and shall show visual alarms if the door is not fully closed or if any of the securing arrangements are not in place and fully locked and by audible alarms if such door or closing appliances become open or the securing arrangements become unsecured. The indicator panel on the navigation bridge shall be equipped with a mode selection function “harbour/sea voyage” so arranged that an audible alarm is given on the navigation bridge if the ship leaves harbour with the bow doors, inner doors, stern ramp or any other side shell doors not closed or any closing device not in the correct position. The power supply for the indicator system shall be independent of the power supply for operating and securing the doors.

(3) Television surveillance and a water leakage detection system shall be arranged to provide an indication to the navigation bridge and to the engine control station of any leakage through inner and outer bow doors, stern doors or any other shell doors which could lead to flooding of special category spaces or Ro/Ro spaces.

33. Sub-division load line assignment for passenger ships – Assigning, marking and recording of sub-division load lines for passenger ships

(1) In order that the required degree of subdivision shall be maintained, a load line corresponding to the approved subdivision draught shall be assigned and marked on the ship’s sides. A ship intended for alternating modes of operation may, if the owners desire, have one or more additional load lines assigned and marked to correspond with the subdivision draughts which the Director -General may approve for the alternative service configurations. Each service configuration so approved shall comply with rules of the schedule independently of the results obtained for other modes of operation.

(2) The subdivision load lines assigned and marked shall be recorded in the passenger ship safety Certificate and shall be distinguished by the notation P1 for the principal passenger service configuration, and P2, P3, etc., for the alternative configurations. The principal passenger configuration shall be taken as the mode of operation in which the required sub-division index R shall have the highest value.

(3) The freeboard corresponding to each of these load lines shall be measured at the same position and from the same deck line as the freeboards determined in accordance with the International Convention on load lines in force.

(4) The freeboard corresponding to each approved subdivision load line and the service configuration, for which it is approved, shall be clearly indicated on the passenger ship safety certificate.

(5) In no case shall any subdivision load line mark be placed above the deepest load line in salt water as determined by the strength of the ship or the International Convention on Load Lines in force.

(6) Whatever may be the position of the subdivision load line marks, a ship shall in no case be loaded so as to submerge the load line mark appropriate to the season and locality as determined in accordance with the International Convention on load lines in force.

(7) A ship shall in no case be so loaded that when it is in salt water the subdivision load line mark appropriate to the particular voyage and service configuration is submerged.

CHAPTER- IV

STABILITY MANAGEMENT

34. Damage control information. – (1) There shall be permanently exhibited, or readily available on the navigation bridge, for the guidance of the officer in charge of the ship, plans showing clearly for each deck and hold the boundaries of the watertight compartments, the openings therein with the means of closure and position of any controls thereof, and the arrangements for the correction of any list due to flooding. In addition, booklets containing the aforementioned information shall be made available to the officers of the ship.

(2) General precautions to be included shall consist of a listing of equipment, conditions, and operational procedures, considered by the administration to be necessary to maintain watertight integrity under normal ship operations.

(3) Specific precautions to be included shall consist of a listing of elements (i.e. closures, security of cargo, sounding of alarms, etc.) considered by the Director-General to be vital to the survival of the ship, passengers and crew.

(4) In case of ships to which damage stability requirements of the rule apply, damage stability information shall provide the master a simple and easily understandable way of assessing the ship’s survivability in all damage cases involving a compartment or group of compartments.

(5) For passenger ships constructed on or after the 1st January, 2024, and to which rule 18 applies, the damage control information shall include a reference to activation of damage stability support from the onboard stability computer, if installed, and to shore-based support when provided.

35. Damage control drills for passenger ships

(1) This paragraph applies to passenger ships constructed before, on or after the 1st January, 2020.

(2) A damage control drill shall take place at least every three months. The entire crew need not participate in every drill, but only those crew members with damage control responsibilities.

(3) The damage control drill scenarios shall vary each drill so that emergency conditions are

simulated for different damage conditions and shall, as far as practicable, be conducted as if there were an actual emergency.

(4) Each damage control drill shall include:

(a) for crew members with damage control responsibilities, reporting to stations and preparing for the duties described in the muster list required by regulation III/8 as per International Convention of Safety of Life at Sea;

(b) use of the damage control information and the on board damage stability computer, if fitted, to conduct stability assessments for the simulated damage conditions;

(d) operation of watertight doors and other watertight closures;

(e) demonstrating proficiency in the use of the flooding detection system, if fitted, in accordance with muster list duties;

(f) demonstrating proficiency in the use of cross-flooding and equalisation systems, if fitted, in accordance with muster list duties;

(g) operation of bilge pumps and checking of bilge alarms and automatic bilge pump starting systems;

(h) instruction in damage survey and use of the ship’s damage control systems;

(i) at least one damage control drill each year shall include activation of the shore-based support, if provided in compliance paragraph 23, to conduct stability assessments for the simulated damage conditions;

(j) every crew member with assigned damage control responsibilities shall be familiarized with their duties and about the damage control information before the voyage begins; and

(k) a record of each damage control drill shall be maintained in the same manner as prescribed for the other drills in regulation III/19.5 of International Convention of Safety of Life at Sea.

36. Loading of passenger ships – (1) On completion of loading of the ship and prior to its departure, the master shall determine the ship’s trim and stability and also ascertain and record that the ship is upright and in compliance with stability criteria in relevant regulations. The determination of the ship’s stability shall always be made by calculation or by ensuring that the ship is loaded according to one of the precalculated loading conditions within the approved stability information. The Director-General. may accept the use of an electronic loading and stability computer or equivalent means for this purpose.

(2) Water ballast should not be carried in tanks intended for oil fuel in general. In ships in which it is not practicable to avoid putting water in oil fuel tanks, oily-water separating equipment to the satisfaction of The Director General shall be fitted, or other alternative means, such as discharge to shore facilities, acceptable to the Director -General, shall be provided for disposing of the oily-water ballast.

(3) The provisions of this paragraph are without prejudice to the provisions of the International Convention for the prevention of pollution from ships in force.

37. Periodical operation and inspection of watertight doors, etc., in passenger ships

(1) Operational tests of watertight doors, side scuttles, valves and closing mechanisms of scuppers shall take place weekly. In ships in which the voyage exceeds one week in duration, a complete set of operational tests shall be held before the voyage commences, and others thereafter at least once a week during the voyage.

(2) All watertight doors, both hinged and power operated, in watertight bulkheads, in use at sea, shall be operated daily.

(3) The watertight doors and all mechanisms and indicators connected therewith, all valves, the closing of which is necessary to make a compartment watertight, and all valves the operation of which is necessary for damage control cross connections shall be periodically inspected at sea at least once a week.

(4) A record of all operational tests and inspections required by this rule shall be recorded in the logbook with an explicit record of any defects which may be disclosed.

38. Prevention and control of water ingress, etc – (1) All watertight doors shall be kept closed during navigation except that they may be opened during navigation as specified in sub-paragraph (3). Watertight doors of a width of more than 1.2 meter in machinery spaces as permitted by paragraph 26 may only be opened in the circumstances detailed in that regulation. Any door which is opened in accordance with this paragraph shall be ready to be immediately closed.

(2) Watertight doors located below the bulkhead deck of passenger ships having a maximum clear opening width of more than 1.2 meter shall be kept closed during navigation, except for limited periods when absolutely necessary as determined by the Director-General

(3) A watertight door may be opened during navigation to permit the passage of passengers or crew, or when work in the immediate vicinity of the door necessitates it being opened. The door must be immediately closed when transit through the door is complete or when the task which necessitated it being open is finished. The Director- General shall authorize that such a watertight door may be opened during navigation only after careful consideration of the impact on ship operations and survivability taking into account guidance issued by the International Maritime Organization. A watertight door permitted to be opened during navigation shall be clearly indicated in the ship’s stability information and shall always be ready to be immediately closed.

(4) Portable plates on bulkheads shall always be in place before the voyage commences and shall not be removed during navigation except in case of urgent necessity at the discretion of the master. The necessary precautions shall be taken in replacing them to ensure that the joints are watertight. Power-operated sliding watertight doors permitted in machinery spaces in accordance with paragraph 26 shall be closed before the voyage commences and shall remain closed during navigation except in case of urgent necessity at the discretion of the master.

(5) Watertight doors fitted in watertight bulkheads dividing cargo spaces on tween decks in accordance with paragraph 26, shall be closed before the voyage commences and shall be kept closed during navigation. The time at which such doors are opened or closed shall be recorded in such logbook as may be prescribed by the Director- General.

(6) For ships subject to the provisions of regulation 1.1.1.1 of International Convention of Safety of Life at Sea and constructed before the 1st January, 2024, gangway, cargo and fuelling ports

fitted below the bulkhead deck of passenger ships.

(7) For ships constructed on or after the 1st January, 2024, gangway, cargo and fuelling ports fitted below the bulkhead deck of passenger ships all watertight hatches shall be effectively closed and secured watertight before the voyage commences and shall be kept closed during navigation. However, the master may permit a watertight hatch to be opened during navigation for a limited period of time sufficient to permit passage or for access. It shall then be closed.

(8) The following doors, located above the bulkhead deck of passenger ships shall be closed and locked before the voyage commences and shall remain closed and locked until the ship is at its next berth:-

(a) cargo loading doors in the shell or the boundaries of enclosed superstructures;

(b) bow visors fitted in positions as indicated in the rule;

(d) ramps forming an alternative closure to those defined in clause (a) to (c) of sub-paragraphs of (8) inclusive:

Provided that where a door cannot be opened or closed while the ship is at the berth such a door may be opened or left open while the ship approaches or draws away from the berth, but only so far as may be necessary to enable the door to be immediately operated. In any case, the inner bow door must be kept closed.

(9) Notwithstanding the requirements of clauses (a) and (d) of sub-paragraphs (8) , the Director-General may authorize that particular doors can be opened at the discretion of the master, if necessary for the operation of the ship or the embarking and disembarking of passengers when the ship is at safe anchorage and provided that the safety of the ship is not impaired.

(10) The master shall ensure that an effective system of supervision and reporting of the closing and opening of the doors referred to in sub-paragraph 8 is implemented.

(11) The master shall ensure, before any voyage commences, that an entry in such log-book as may be prescribed by administration.me the doors specified in sub- paragraph 12 are closed and the time at which particular doors are opened in accordance with sub-paragraph 13.

(12) Hinged doors, portable plates, sidescuttles, gangway, cargo and bunkering ports and other openings, which are required by these regulations to be kept closed during navigation, shall be closed before the voyage commences. The time at which such doors are opened and closed (if permissible under these regulations) shall be recorded in such log-book as may be prescribed by the Director-General.

(13) Where in a between-deck, the sills of any of the sidescuttles referred to in sub-paragraph 28 are below a line drawn parallel to the bulkhead deck at side of passenger ships, and having its lowest point 1.4 m plus 2.5% of the breadth of the ship above the water when the voyage commences, all the sidescuttles in that between-deck shall be closed watertight and locked before the voyage commences, and they shall not be opened before the ship arrives at the next port. In the application of this paragraph the appropriate allowance for fresh water may be made when applicable-

(a) the time at which such sidescuttles are opened in port and closed and locked before the voyage commences shall be recorded in such log-book as may be prescribed by the Director-General.

(b) for any ship that has one or more sidescuttles so placed that the requirements of sub-paragraph 13 would apply when it was floating at its deepest subdivision draught, The Director General may indicate the limiting mean draught at which these sidescuttles shall l have their sills above the line drawn parallel to the bulkhead deck at side of passenger ships and having its lowest point 1.4 meter plus 2.5 per cent. of the breadth of the ship above the waterline corresponding to the limiting mean draught, and at which it shall therefore be permissible for the voyage to commence without them being closed and locked and to be opened during navigation on the responsibility of the master. In tropical zones as defined in the International Convention on Load Lines, 1966, this limiting draught may be increased by 0.3 m.

(14) Sidescuttles and their deadlights which shall not be accessible during navigation shall be closed and secured before the voyage commences.

(15) If cargo is carried in spaces referred to in clause (b) of sub paragraph (5) of paragraph 28 the sidescuttles and their deadlights shall be closed watertight and locked before the cargo is shipped and the time at which such scuttles and deadlights are closed and locked shall be recorded in such log-book as may be prescribed by the Director-General.

39. Flooding detection systems for passenger ships carrying 36 or more persons – A flooding detection system for watertight spaces below the bulkhead deck shall be provided based on the guidelines developed by the IMO.

40. Special requirements for Ro/Ro passenger ships

(1) Special category spaces and Ro/Ro spaces shall be continuously patrolled or monitored by effective means, such as television surveillance, so that any movement of vehicles in adverse weather conditions and unauthorised access by passengers thereto can be detected during navigation.

(2) Documented operating procedures for closing and securing all shell doors, loading doors and other closing appliances which, if left open or not properly secured, could, in the opinion of The Director General, lead to flooding of a special category space or Ro/Ro space, shall be kept on board and posted at an appropriate place.

(3) All accesses from the Ro/Ro deck and vehicle ramps that lead to spaces below the bulkhead deck shall be closed before the voyage commences and shall remain closed until the ship is at its next berth.

(4) The master shall ensure that an effective system of supervision and reporting of the closing and opening of such accesses referred to in sub – paragraph (3) of paragraph 40 is implemented.

(5) The master shall ensure, before the voyage commences, that an entry in the log-book,

as required by paragraph 38 as per International Convention of Safety of Life at Sea, is made of the time of the last closing of the accesses referred to in sub-paragraph (3).

(6) the requirements of sub-paragraph (3) the Director-General may permit some accesses to be opened during the voyage, but only for a period sufficient to permit through passage and, if required, for the essential working of the ship.

(7) All transverse or longitudinal bulkheads which are taken into account as effective to confine the seawater accumulated on the Ro/Ro deck shall be in place and secured before the voyage commences and remain in place and secured until the ship is at its next berth.

(8) the requirements of sub-paragraph (7), the Director-General.may permit some accesses within such bulkheads to be opened during the voyage but only for sufficient time to permit through passage and, if required, for the essential working of the ship.

(9) In all Ro/Ro passenger ships, the master or the designated officer shall ensure that, without the expressed consent of the master or the designated officer, no passengers are allowed access to an enclosed Ro/Ro deck during navigation.

CHAPTER- V

MACHINERY INSTALLATIONS

41. General.- (1) The machinery, boilers and other pressure ships, associated piping systems and fittings shall be of a design and construction adequate for the service for which they are intended and shall be so installed and protected as to reduce to a minimum any danger to persons on board, due regard being paid to moving parts, hot surfaces and other hazards. The design shall have regard to materials used in construction, the purpose for which the equipment is intended, the working conditions to which it shall be subjected and the environmental conditions on board.

(2) The Director-General shall give special consideration to the reliability of single essential propulsion components and may require a separate source of propulsion power sufficient to give the ship a navigable speed, especially in the case of unconventional arrangements.

(3) Means shall be provided whereby normal operation of propulsion machinery can be sustained or restored even though one of the essential auxiliaries becomes inoperative. Special consideration shall be given to the malfunctioning of:-

(a) a generating set which serves as a main source of electrical power;

(b) the sources of steam supply;

(d) the fuel oil supply systems for boilers or engines;

(e) the sources of lubricating oil pressure;

(f) the sources of water pressure;

(g) a condensate pump and the arrangements to maintain vacuum in condensers;

(h) the mechanical air supply for boilers;

(i) an air compressor and receiver for starting or control purposes;

(j) the hydraulic, pneumatic or electrical means for control in main propulsion machinery including controllable pitch propellers.

However, the Director-General, having regard to overall safety considerations, may accept a partial reduction in propulsion capability from normal operation.

(4) Means shall be provided to ensure that the machinery can be brought into operation from the dead ship condition without external aid.

(5) All boilers, all parts of machinery, all steam, hydraulic, pneumatic and other systems and their associated fittings which are under internal pressure shall be subjected to appropriate tests including a pressure test before being put into service for the first time.

(6) Main propulsion machinery and all auxiliary machinery essential to the propulsion and the safety of the ship shall l, as fitted in the ship, be designed to operate when the ship is upright and when inclined at any angle of list up to and including 15° either way under static conditions and 22.5° under dynamic conditions (rolling) either way and

simultaneously inclined dynamically (pitching) 7.5° by bow or stern. the Director-General may permit deviation from these angles, taking into consideration the type, size and service conditions of the ship.

(7) Provision shall be made to facilitate cleaning, inspection and maintenance of main propulsion and auxiliary machinery including boilers and pressure ships

(8) Special consideration shall be given to the design, construction and installation of propulsion machinery systems so that any mode of their vibrations shall not cause undue stresses in this machinery in the normal operating ranges.

(9) Non-metallic expansion joints in piping systems, if located in a system which penetrates the ship’s side and both the penetration and the non-metallic expansion joint are located below the deepest load waterline, shall be inspected as part of the surveys prescribed in the Merchant Shipping Act, 2025 (24 of 2025), the applicable rules made under the Act and replaced as necessary, or at an interval recommended by the manufacturer.

(10) Operating and maintenance instructions and engineering drawings for ship machinery and equipment essential to the safe operation of the ship shall be written in a language understandable by those officers and crew members who are required to understand such information in the performance of their duties.

(11) Location and arrangement of vent pipes for fuel oil service, settling and lubrication oil tanks shall be such that in the event of a broken vent pipe this shall not directly lead to the risk of ingress of seawater splashes or rainwater. Two fuel oil service tanks for each type of fuel used on board are necessary for propulsion and vital systems or equivalent arrangements shall be provided on each new ship, with a capacity of at least 8 h at maximum continuous rating of the propulsion plant and normal operating load at sea of the generator plant. (Note: This rule applies only to ships constructed on or after the 1st July, 1998).

42. Machinery. – (1) Where risk from over speeding of machinery exists, means shall be provided to ensure that the safe speed is not exceeded.

(2) Where main or auxiliary machinery including pressure ships or any parts of such machinery are subject to internal pressure and may be subject to dangerous overpressure, means shall be provided where practicable to protect against such excessive pressure.

(3) All gearing and every shaft and coupling used for transmission of power to machinery essential for the propulsion and safety of the ship or for the safety of persons on board shall be so designed and constructed that they shall withstand the maximum working stresses to which they may be subjected in all service conditions, and due consideration shall be given to the type of engines by which they are driven or of which they form part.

(4) Internal combustion engines of a cylinder diameter of 200 mm or a crankcase volume of

0.6 m3 and above shall be provided with crankcase explosion relief valves of a suitable type

with sufficient relief area. The relief valves shall be arranged or provided with means to ensure that discharge from them is so directed as to minimize the possibility of injury to personnel.

(5) Main turbine propulsion machinery and, where applicable, main internal combustion propulsion machinery and auxiliary machinery shall be provided with automatic shutoff arrangements in the case of failures such as lubricating oil supply failure which could lead rapidly to complete breakdown, serious damage or explosion. The Director-General may permit provisions for overriding automatic shutoff devices.

43. Means of going astern. – (1) Sufficient power for going astern shall be provided to secure proper control of the ship in all normal circumstances.

(2) The ability of machinery to reverse the direction of thrust of the propeller in sufficient time, and so to bring the ship to rest within a reasonable distance from maximum ahead service speed, shall be demonstrated and recorded.

(3) The stopping times, ship headings and distances recorded on trials, together with the results of trials to determine the ability of ships having multiple propellers to navigate and manoeuvre with one or more propellers inoperative shall be available on board for the use of the master or designated personnel.

(4) Where the ship is provided with supplementary means for manoeuvring or stopping, the effectiveness of such means shall be demonstrated and recorded as referred to in sub-paragraph (2) and (3).

44. Steering gear. – (1) Unless expressly provided otherwise, every ship shall be provided with a main steering gear and an auxiliary steering gear to the satisfaction of the Director-General The main steering gear and the auxiliary steering gear shall be so arranged that the failure of one of them will not render the other one inoperative.

(2) (a) all the steering gear components and the rudder stock shall be of sound and reliable construction to the satisfaction of the Director-General. special consideration shall be given to the suitability of any essential component which is not duplicated. Any such essential component shall, where appropriate, utilize antifriction bearings such as ball-bearings, roller-bearings or sleeve-bearings which shall be permanently lubricated or provided with lubrication fittings;

(b) the design pressure for calculations to determine the scantlings of piping and other steering gear components subjected to internal hydraulic pressure shall be at least 1.25 times the maximum working pressure to be expected under the operational conditions specified in clause(b) of sub-paragraph (3), taking into account any pressure which may exist in the low-pressure side of the system. At the discretion of the Director-General, fatigue criteria shall be applied for the design of piping and components, taking into account pulsating pressures due to dynamic loads; and

in which pressure can be generated from the power source or from external forces. The setting of the relief valves shall not exceed the design pressure. The valves shall be of adequate size and so arranged as to avoid an undue rise in pressure above the design pressure.

(3) The main steering gear and rudder stock shall be: —

(a) of adequate strength and capable of steering the ship at maximum ahead service speed which shall be demonstrated;

(b) capable of putting the rudder over from 35° on one side to 35° on the other side with the ship at its deepest seagoing draught and running ahead at maximum ahead service speed and, under the same conditions, from 35° on either side to 30° on the other side in not more than 28 s:- where it is impractical to demonstrate compliance with this requirement during sea trials with the ship at its deepest seagoing draught and running ahead at the speed corresponding to the number of maximum continuous revolutions of the main engine and maximum design pitch, ships regardless of date of construction may demonstrate compliance with this requirement by one of the following methods: —

(i) during sea trials the ship is at even keel and the rudder fully submerged whilst running ahead at the speed corresponding to the number of maximum continuous revolutions of the main engine and maximum design pitch; or

(ii) where full rudder immersion during sea trials cannot be achieved, an appropriate ahead speed shall be calculated using the submerged rudder blade area in the proposed sea trial loading condition. The calculated ahead speed shall result in a force and torque applied to the main steering gear which is at least as great as if it was being tested with the ship at its deepest seagoing draught and running ahead at the speed corresponding to the maximum continuous revolutions of the main engine and maximum design pitch; or

(iii) the rudder force and torque at the sea trial loading condition have been reliably predicted and extrapolated to the full load condition. The speed of the ship shall correspond to the number of maximum continuous revolutions of the main engine and maximum design pitch of the propeller.

(c) operated by power where necessary to meet the requirements of clause (b) of sub-paragraph (3) and in any case when the Director-General requires a rudder stock of over 120 millimeter diameter in way of the tiller, excluding strengthening for navigation in ice; and

(d) so designed that they shall not be damaged at maximum astern speed; however, this design requirement need not be proved by trials at maximum astern speed and maximum rudder angle.

(4) The auxiliary steering gear shall be: —

(a) of adequate strength and capable of steering the ship at navigable speed and of being brought speedily into action in an emergency;

(b) capable of putting the rudder over from 15° on one side to 15° on the other side in not more than 60 s with the ship at its deepest seagoing draught and running ahead at one half of the maximum ahead service speed or seven knots, whichever is the greater. and where it is impractical to demonstrate compliance with this requirement during sea trials with the ship at its deepest seagoing draught and running ahead at one half of the speed corresponding to the number of maximum continuous revolutions of the main engine and maximum design pitch or seven knots, whichever is greater, ships regardless of date of construction, including those constructed before the 1st January, 2009, may demonstrate compliance with this requirement by one of the following methods:

(i) during sea trials the ship is at even keel and the rudder fully submerged whilst running ahead at one half of the speed corresponding to the number of maximum continuous revolutions of the main engine and maximum design pitch or seven knots, whichever is greater: or

(ii) where full rudder immersion during sea trials cannot be achieved, an appropriate ahead speed shall be calculated using the submerged rudder blade area in the proposed sea trial loading condition. The calculated ahead speed shall l result in a force and torque applied to the auxiliary steering gear which is at least as great as if it was being tested with the ship at its deepest seagoing draught and running ahead at one half of the speed corresponding to the number of maximum continuous revolutions of the main engine and maximum design pitch or 7 knots, whichever is greater; or

(iii) the rudder force and torque at the sea trial loading condition have been reliably predicted and extrapolated to the full load condition.

(c) operated by power where necessary to meet the requirements of clause(b) of sub-paragraph (4) and in any case when the Director General requires a rudder stock of over 230 mm diameter in way of the tiller, excluding strengthening for navigation in ice.

(5) Main and auxiliary steering gear power units shall be: —

(a) arranged to restart automatically when power is restored after a power failure; and

(b) capable of being brought into operation from a position on the navigation bridge. In the event of a power failure to any one of the steering gear power units, an audible and visual alarm shall be given on the navigation bridge.

(6) Where the main steering gear comprises two or more identical power units, an auxiliary steering gear need not be fitted, provided that:

(a) in a passenger ship, the main steering gear is capable of operating the rudder as required by clause(b) of sub-paragraph (3) while any one of the power units is out of operation;

(b) the main steering gear is so arranged that after a single failure in its piping system or in one of the power units the defect can be isolated so that steering capability can be maintained or speedily regained.

(c) The Director General may, until the 1st September, 1986, accept the fitting of a steering gear which has a proven record of reliability but does not comply with the requirements of sub- clause (iii) of clause (a) of sub-paragraph (6) for a hydraulic system;

(d) Steering gears, other than of the hydraulic type, shall achieve standards equivalent to the requirements of this sub-paragraph to the satisfaction of the Director-General.

(7) Steering gear control shall be provided:

(a) for the main steering gear, both on the navigation bridge and in the steering gear compartment;

(b) where the main steering gear is arranged in accordance with sub-paragraph (6), by two independent control systems, both operable from the navigation bridge. This does not require duplication of the steering wheel or steering lever. Where the control system consists of a hydraulic telemotor, a second independent system need not be fitted;

(c) for the auxiliary steering gear, in the steering gear compartment and, if power-operated, it shall also be operable from the navigation bridge and will be independent of the control system for the main steering gear.

(8) Any main and auxiliary steering gear control system operable from the navigation bridge will comply with the following: —

(a) if electric, it shall be served by its own separate circuit supplied from a steering gear power circuit from a point within the steering gear compartment, or directly from switchboard busbars supplying that steering gear power circuit at a point on the switchboard adjacent to the supply to the steering gear power circuit;

(b) means shall be provided in the steering gear compartment for disconnecting any control system operable from the navigation bridge from the steering gear it serves;

(d) in the event of a failure of electrical power supply to the control system, an audible and visual alarm shall be given on the navigation bridge; and

(e) short circuit protection only shall be provided for steering gear control supply.

(9) The electrical power circuits and the steering gear control systems with their associated components, cables and pipes required by this rule and by rule 41 shall be separated as far as is practicable throughout their length.

(10) A means of communication shall be provided between the navigation bridge and the

steering gear compartment.

(11) The angular position of the rudder shall —

(a) if the main steering gear is power-operated, be indicated on the navigation bridge. The rudder angle indication shall be independent of the steering gear control system;

(b) be recognisable in the steering gear compartment.

(12) Hydraulic power-operated steering gear shall be provided with the following: —

(a) arrangements to maintain the cleanliness of the hydraulic fluid taking into consideration the type and design of the hydraulic system;

(b) a low-level alarm for each hydraulic fluid reservoir to give the earliest practicable indication of hydraulic fluid leakage. Audible and visual alarms shall be given on the navigation bridge and in the machinery space where they can be readily observed; and

(c) a fixed storage tank having sufficient capacity to recharge at least one power actuating system including the reservoir, where the main steering gear is required to be power-operated. The storage tank shall l be permanently connected by piping in such a manner that the hydraulic systems can be readily recharged from a position within the steering gear compartment and shall be provided with a contents gauge.

(13) The steering gear compartments shall be: —

(a) readily accessible and, as far as practicable, separated from machinery spaces; and

(b) provided with suitable arrangements to ensure working access to steering gear machinery and controls. These arrangements shall include handrails and gratings or other non slip surfaces to ensure suitable working conditions in the event of hydraulic fluid leakage.

(14) Where the rudder stock is required to be over 230 millimeter diameter in way of the tiller, excluding strengthening for navigation in ice, an alternative power supply, sufficient at least to supply the steering gear power unit which complies with the requirements of clause(b) of sub-paragraph (4)and also its associated control system and the rudder angle indicator, shall be provided automatically, within 45 seconds, either from the emergency source of electrical power or from an independent source of power located in the steering gear compartment. This independent source of power shall be used only for this purpose. In every ship of 10,000 tons gross tonnage and upwards, the alternative power supply shall have a capacity for at least 30 minutes of continuous operation and in any other ship for at least 10 minutes.

45. Additional requirements for electric and electroh ydraulic steering gear.- (1) Means for indicating that the motors of electric and electrohydraulic steering gear are running shall be installed on the navigation bridge and at a suitable main machinery control position.

(2) Each electric or electrohydraulic steering gear comprising one or more power units shall l be

served by at least two exclusive circuits fed directly from the main switchboard; however, one of the circuits may be supplied through the emergency switchboard. An auxiliary electric or electrohydraulic steering gear associated with a main electric or electrohydraulic steering gear may be connected to one of the circuits supplying this main steering gear. The circuits supplying an electric or electrohydraulic steering gear shall have adequate rating for supplying all motors which can be simultaneously connected to them and may be required to operate simultaneously.

(3) Short circuit protection and an overload alarm shall be provided for such circuits and motors. Protection against excess current, including starting current, if provided, shall be for not less than twice the full load current of the motor or circuit so protected, and will be arranged to permit the passage of the appropriate starting currents. Where a three-phase supply is used an alarm shall be provided that shall indicate failure of any one of the supply phases. The alarms required in this sub-paragraph shall be both audible and visual and shall be situated in a conspicuous position in the main machinery space or control room from which the main machinery is normally controlled and as may be required by paragraph 65.

(4) When in a ship of less than 16,000 gross tonnage an auxiliary steering gear which is required by clause (c) of sub paragraph (3) of paragraph 44 to be operated by power is not electrically powered or is powered by an electric motor primarily intended for other services, the main steering gear may be fed by one circuit from the main switchboard. Where such an electric motor primarily intended for other services is arranged to power such an auxiliary steering gear, the requirement of sub-paragraph (3) may be waived by the Director General if satisfied with the protection arrangement together with the requirements of clauses(a) and (b)of sub-paragraph (4)and clause(c) of sub-paragraph (7) of rule 44 applicable to auxiliary steering gear.

46. Machinery controls. – (1) Main and auxiliary machinery essential for the propulsion and safety of the ship shall be provided with effective means for its operation and control.

(2) Where remote control of propulsion machinery from the navigation bridge is provided and the machinery spaces are intended to be manned, the following shall apply:-

(a) the speed, direction of thrust and, if applicable, the pitch of the propeller shall be fully controllable from the navigation bridge under all sailing conditions, including manoeuvring;

(b) the remote control shall be performed, for each independent propeller, by a control device so designed and constructed that its operation does not require particular attention to the operational details of the machinery. Where multiple propellers are designed to operate simultaneously, they may be controlled by one control device;

(c) the main propulsion machinery shall be provided with an emergency stopping device on the navigation bridge which shall be independent of the navigation bridge control system;

(d) propulsion machinery orders from the navigation bridge shall l be indicated in the main machinery control room or at the manoeuvring platform as appropriate;

(e) remote control of the propulsion machinery shall be possible only from one location at a time; at such locations interconnected control positions are permitted. At each location there shall be an indicator showing which location is in control of the propulsion machinery. The transfer of control between the navigation bridge and machinery spaces shall be possible only in the main machinery space or the main machinery control room. This system shall include means to prevent the propelling thrust from altering significantly when transferring control from one location to another;

(f) it shall be possible to control the propulsion machinery locally, even in the case of failure in any part of the remote control system;

(g) the design of the remote control system shall be such that in case of its failure an alarm shall be given. Unless the Director-General considers it impracticable the preset speed and direction of thrust of the propellers shall be maintained until local control is in operation;

(h) indicators shall be fitted on the navigation bridge for:

(i) propeller speed and direction of rotation in the case of fixed pitch propellers;

(ii) propeller speed and pitch position in the case of controllable pitch propellers;

(i) an alarm shall be provided on the navigation bridge and in the machinery space to indicate low starting air pressure which shall be set at a level to permit further main engine starting operations. If the remote control system of the propulsion machinery is designed for automatic starting, the number of automatic consecutive attempts which fail to produce a start shall be limited in order to safeguard sufficient starting air pressure for starting locally.

(3) Where the main propulsion and associated machinery, including sources of main electrical supply, are provided with various degrees of automatic or remote control and are under continuous manual supervision from a control room the arrangements and controls shall be so designed, equipped and installed that the machinery operation shall be as safe and effective as if it were under direct supervision; for this purpose paragraphs 60 to 64 shall apply as appropriate. Particular consideration shall be given to protect such spaces against fire and flooding.

(4) In general, automatic starting, operational and control systems shall include provisions for manually overriding the automatic controls. Failure of any part of such systems shall not prevent the use of the manual override.

(5) the requirements of sub-paragraphs (1) to (4), ships constructed on or after the 1st July, 1998 shall comply with the following requirements:

(a) main and auxiliary machinery essential for the propulsion, control and safety of the ship shall be provided with effective means for its operation and control. All control systems essential for the propulsion, control and safety of the ship shall be independent or designed such that failure of one system does not degrade the performance of another system;

(b) where remote control of propulsion machinery from the navigating bridge is provided, the following shall apply: —

(i) the speed, direction of thrust and, if applicable, the pitch of the propeller shall be fully controllable from the navigating bridge under all sailing conditions, including manoeuvring;

(ii) the control shall be performed by a single control device for each independent propeller, with automatic performance of all associated services, including, where necessary, means of preventing overload of the propulsion machinery;

(iii) the main propulsion machinery shall be provided with an emergency stopping device on the navigating bridge which shall be independent of the navigating bridge control system;

(iv) propulsion machinery orders from the navigation bridge shall be indicated in the main machinery control room and at the manoeuvring platform;

(v) remote control of the propulsion machinery shall be possible only from one location at a time; at such locations interconnected control positions are permitted. At each location there shall be an indicator showing which location is in control of the propulsion machinery. The transfer of control between the navigating bridge and machinery spaces shall be possible only in the main machinery space or the main machinery control room. This system shall include means to prevent the propelling thrust from altering significantly when transferring control from one location to another;

(vi) it shall be possible to control the propulsion machinery locally, even in the case of failure in any part of the remote-control system. It shall also be possible to control the auxiliary machinery, essential for the propulsion and safety of the ship, at or near the machinery concerned.

(vii) the design of the remote-control system shall be such that in case of its failure an alarm shall be given. Unless the Director-General. considers it impracticable the preset speed and direction of thrust of the propellers shall be maintained until local control is in operation.

(viii) indicators shall be fitted on the navigation bridge, the main machinery control room and at the manoeuvring platform, for:-

(A) propeller speed and direction of rotation in the case of fixed pitch propellers; and

(B) propeller speed and pitch position in the case of controllable pitch propellers.

(ix) an alarm shall be provided on the navigating bridge and in the machinery space to indicate low starting air pressure which shall be set at a level to permit further main engine starting operations. If the remote-control system of the propulsion machinery is designed for automatic starting, the number of automatic consecutive attempts which fail to produce a start shall be limited in order to safeguard sufficient starting air pressure for starting locally.

(c) where the main propulsion and associated machinery, including sources of main electrical supply, are provided with various degrees of automatic or remote control and are under continuous manual supervision from a control room, the arrangements and controls shall be so designed, equipped and installed that the machinery operation shall be as safe and effective as if it were under direct supervision; for this purpose paragraph 60 to 64 shall apply as appropriate. Particular consideration shall be given to protect such spaces against fire and flooding;

(d) in general, automatic starting, operational and control systems shall include provisions for manually overriding the automatic controls. Failure of any part of such systems shall not prevent the use of the manual override.

(6) Ships constructed on or after the 1st July, 2004 shall comply with the requirements of Sub-paragraphs (1) to (5), as amended, as follows: —

(a) a new sub-paragraph (j) is added to sub-paragraph (2) to read as follows:

“(j) automation systems shall be designed in a manner which ensures that threshold warning of impending or imminent slowdown or shutdown of the propulsion system is given to the officer in charge of the navigational watch in time to assess navigational circumstances in an emergency. In particular, the systems shall control, monitor, report, alert and take safety action to slow down or stop propulsion while providing the officer in charge of the navigational watch an opportunity to manually intervene, except for those cases where manual intervention shall result in total failure of the engine or propulsion equipment within a short time, for example in the case of overspeed.”

47. Steam boilers and boiler feed systems. – (1) Every steam boiler and every unfired steam generator shall be provided with not less than two safety valves of adequate capacity. However, having regard to the output or any other features of any boiler or unfired steam generator, the Director-General may permit only one safety valve to be fitted if it is satisfied that adequate protection against overpressure is thereby provided.

(2) Each oil-fired boiler which is intended to operate without manual supervision shall have safety arrangements which shut off the fuel supply and give an alarm in the case of low water level, air supply failure or flame failure.

(3) Water tube boilers serving turbine propulsion machinery shall be fitted with a high- water-level alarm.

(4) Every steam generating system which provides services essential for the safety of the ship, or which could be rendered dangerous by the failure of its feedwater supply, shall be provided with not less than two separate feedwater systems from and including the feed pumps, noting that a single penetration of the steam drum is acceptable. Unless overpressure is prevented by the pump characteristics, means shall be provided which shall prevent over-pressure in any part of the systems.

(5) Boilers shall be provided with means to supervise and control the quality of the feedwater. Suitable arrangements shall be provided to preclude, as far as practicable, the entry of oil or other contaminants which may adversely affect the boiler.

(6) Every boiler essential for the safety of the ship and designed to contain water at a specified level shall be provided with at least two means for indicating its water level, at least one of which shall be a direct reading gauge glass.

48. Steam pipe systems. —(1) Every steam pipe and every fitting connected thereto through which steam may pass shall be so designed, constructed and installed as to withstand the maximum working stresses to which it may be subjected.

(2) Means shall be provided for draining every steam pipe in which dangerous water hammer action might otherwise occur.

(3) If a steam pipe or fitting may receive steam from any source at a higher pressure than that for which it is designed a suitable reducing valve, relief valve and pressure gauge shall be fitted.

49. Air pressure systems. —(1) In every ship means shall be provided to prevent overpressure in any part of compressed air systems and wherever water jackets or casings of air compressors and coolers might be subjected to dangerous overpressure due to leakage into them from air pressure parts. Suitable pressure relief arrangements shall be provided for all systems.

(2) The main starting air arrangements for main propulsion internal combustion engines shall be adequately protected against the effects of backfiring and internal explosion in the starting air pipes.

(3) All discharge pipes from starting air compressors shall lead directly to the starting air receivers, and all starting pipes from the air receivers to main or auxiliary engines shall be entirely separate from the compressor discharge pipe system.

(4) Provision shall be made to reduce to a minimum the entry of oil into the air pressure systems and to drain these systems.

50. Ventilating systems in machinery spaces. — Machinery spaces of category A shall be adequately ventilated so as to ensure that when machinery or boilers therein are operating at full power in all weather conditions including heavy weather, an adequate supply of air is maintained to the spaces for the safety and comfort of personnel and the operation of the machinery. Any other machinery space shall be adequately ventilated appropriate for the purpose of that machinery space.

51. Bilge Pumping arrangements in passenger ship: — (1) This paragraph applies to ships constructed on or after the 1st January, 2009.

(2) Passenger ships —

(a) an efficient bilge pumping system shall be provided, capable of pumping from and draining any watertight compartment other than a space permanently appropriated for the carriage of fresh water, water ballast, oil fuel or liquid cargo and for which other efficient means shall be provided, under all practical conditions. Efficient means shall be provided for draining water from insulated holds;

(b) sanitary, ballast and general service pumps may be accepted as independent power bilge pumps if fitted with necessary connections to the bilge pumping system;

(c) all bilge pipes used in or under coal bunkers or fuel storage tanks or in boiler or machinery spaces, including spaces in which oil-settling tanks or oil fuel pumping units are situated, shall be of steel or other suitable material;

(d) the arrangement of the bilge and ballast pumping system shall l be, such as to prevent the possibility of water passing from the sea and from water ballast spaces into the cargo and machinery spaces, or from one compartment to another. Provision shall be made to prevent any deep tank having bilge and ballast connections being inadvertently flooded from the sea when containing cargo or being discharged through a bilge pump when containing water ballast;

(e) the distribution boxes and manually operated valves in connection with the bilge pumping arrangements shall be placed in accessible positions;

(f) provision shall be made for the drainage of enclosed cargo spaces situated bulkhead deck of a passenger ship, provided that the Director-General may permit the means of drainage to be dispensed with in any particular compartment of any ship or class of ship if it is satisfied that by reason of size or internal subdivision of those spaces the safety of the ship is not thereby impaired. For ships subject to the provisions of sub-paragraph (1) of paragraph 1 of Chapter (I), for the special hazards associated with loss of stability when fitted with fixed pressure water-spraying fire-extinguishing systems refer in sub-clause (iv) of clause (a) of sub paragraph (7) of Paragraph 94;

(g) where the freeboard to the freeboard deck is such that the deck edge is immersed when the ship heels more than five degrees, then the drainage shall be by scuppers of suitable size discharging directly overboard, fitted in accordance with the requirements of paragraph 28 in the case of a passenger ship;

(h) where the freeboard is such that the edge of the bulkhead deck or the edge of the freeboard deck, is immersed when the ship heels five degree or less, the drainage of the enclosed spaces on the bulkhead deck or on the freeboard deck, shall be led to a suitable space, or spaces, of adequate capacity, having a higher water level alarm and provided with suitable arrangements for discharge overboard and shall also ensure that: —

(i) the number, size and disposition of the scuppers are such as to prevent unreasonable accumulation of free water;

(ii) the pumping arrangements required by this rule take account of the requirements for any fixed pressure water-spraying fire-extinguishing system;

(iii) water contaminated with petrol or other dangerous substances is not drained to machinery spaces or other spaces where sources of ignition may be present; and

(iv) where the enclosed cargo space is protected by a carbon dioxide fire-extinguishing system the deck scuppers are fitted with means to prevent the escape of the smothering gas.

(3) For passenger ships :

(a) the bilge pumping system required by clause (a) of paragraph 2 shall be capable of operation under all practicable conditions after a casualty whether the ship is upright or listed. For this purpose, wing suctions shall generally be fitted except in narrow compartments at the end of the ship where one suction may be sufficient. In compartments of unusual form, additional suctions may be required. Arrangements shall be made whereby water in the compartment may find its way to the suction pipes. Where, for particular compartments, the Director-General.is satisfied that the provision of drainage may be undesirable, it may allow such provision to be dispensed with if calculations made in accordance with the conditions laid down in Paragraph 16 and 20 show that the survival capability of the ship shall not be impaired.

(b) at least three power pumps shall be fitted connected to the bilge main, one of which may be driven by the propulsion machinery. Where the bilge pump numeral is thirty or more, one additional independent power pump shall be provided.

+1−

in other cases: bilge pump numeral = 72 [+2]

Where,

L = the length of the ship (metres), as defined in rule 2;

M = the volume of the machinery space (cubic metres), as defined in rule 3, that is below the bulkhead deck; with the addition thereto of the volume of any permanent oil fuel bunkers which may be situated above the inner bottom and forward of, or abaft, the machinery space;

P = the whole volume of the passenger and crew spaces below the bulkhead deck (cubic metres), which are provided for the accommodation and use of passengers and crew, excluding baggage, store and provision rooms;

V = the whole volume of the ship below the bulkhead deck (cubic metres); P1 = KN,

where:

N = the number of passengers for which the ship is to be certified; and K = 0.056L

However, where the value of KN is greater than the sum of P and the whole volume of the actual passenger spaces above the bulkhead deck, the figure to be taken as P1 is that sum or two-thirds KN, whichever is the greater

(d) where practicable, the power bilge pumps shall be placed in separate watertight compartments and so arranged or situated that these compartments shall not be flooded by the same damage. If the main propulsion machinery, auxiliary machinery and boilers are in two or more watertight compartments, the pumps available for bilge service shall be distributed as far as is possible throughout these compartments;

(e) on a ship of 91.5 m in length L and upwards or having a bilge pump numeral, calculated in accordance with sub- paragraph(2) of paragraph (45) or more, the arrangements shall be such that at least one power bilge pump shall be available for use in all flooding conditions which the ship is required to withstand, and, for ships subject to the provisions of regulation II-1/1.1.1.1 of International Convention of Safety of Life at Sea, in all flooding conditions derived from consideration of minor damages as specified in paragraph 20 as follows:-

(i) one of the required bilge pumps shall be an emergency pump of a reliable submersible type having a source of power situated above the bulkhead deck; or

(ii) the bilge pumps and their sources of power shall be so distributed throughout the length of the ship that at least one pump in an undamaged compartment shall be available.

(f) with the exception of additional pumps which may be provided for peak compartments only, each required bilge pump shall be so arranged as to draw water from any space required to be drained by clause (a) of sub-paragraph 3.

(g) each power bilge pump shall be capable of pumping water through the required main bilge pipe at a speed of not less than 2 m/s. Independent power bilge pumps situated in machinery spaces shall have direct suctions from these spaces, except that not more than two such suctions shall be required in any one space. Where two or more such suctions are provided, there shall be at least one on each side of the ship. The Director- General. may require independent power bilge pumps situated in other spaces to have separate direct suctions. Direct suctions shall be suitably arranged and those in a machinery space shall be of a diameter not less than that required for the bilge main.

(h) (i) in addition to the direct bilge suction or suctions required by clause(g) of sub-paragraph (3), a direct suction from the main circulating pump leading to the drainage level of the machinery space and fitted with a non-return valve shall be provided in the machinery space. The diameter of this direct suction pipe shall be at least two thirds of the diameter of the pump inlet in the case of steamships, and of the same diameter as the pump inlet in the case of motorships

(ii) Where in the opinion of The Director General. the main circulating pump is not suitable for this purpose, a direct emergency bilge suction shall be led from the largest available independent power driven pump to the drainage level of the machinery space; the suction shall be of the same diameter as the main inlet of the pump used. The capacity of the pump so

connected shall exceed that of a required bilge pump by an amount deemed satisfactory by the Director-General;

(iii)The spindles of the sea inlet and direct suction valves shall extend well above the engine-room platform.

(i) all bilge suction piping up to the connection to the pumps shall be independent of other piping;

(j) he diameter d of the bilge main shall be calculated according to the following formula. However, the actual internal diameter of the bilge main may be rounded off to the nearest standard size acceptable to The Director0-General.:

d = 25 + 1.68√( + )

where:

d is the internal diameter of the bilge main (millimetres);

L and B are the length and the breadth of the ship (metres) as defined in rule 3; and D is the moulded depth of the ship to the bulkhead deck (metres) provided that, in a ship having an enclosed cargo space on the bulkhead deck which is internally drained in accordance with the requirements of clause(h) sub- paragraph(2) of paragraph 51 and which extends for the full length of the ship, moulded depth (D) shall be measured to the next deck above the bulkhead deck. Where the enclosed cargo spaces cover a lesser

length, D shall be taken as the moulded depth to the bulkhead deck plus lh/L where l and h are the aggregate length and height respectively of the enclosed cargo spaces (metres).

The diameter of the bilge branch pipes shall meet the requirements of the Director-General

(k) provision shall be made to prevent the compartment served by any bilge suction pipe being flooded in the event of the pipe being severed or otherwise damaged by collision or grounding in any other compartment. For this purpose, where the pipe is at any part situated nearer the side of the ship than one fifth of the breadth of the ship (as defined in rule 2 and measured at right angles to the centreline at the level of the deepest subdivision load line), or is in a duct keel, a non-return valve shall be fitted to the pipe in the compartment containing the open end. For ships subject to the provisions of regulation II-1/1.1.1.1 of International Convention of Safety of Life at Sea, the deepest subdivision load line shall be taken as the deepest subdivision draught;

(l) distribution boxes, cocks and valves in connection with the bilge pumping system shall be so arranged that, in the event of flooding, one of the bilge pumps may be operative on any compartment; in addition, damage to a pump or its pipe connecting to the bilge main outboard of a line drawn at one fifth of the breadth of the ship shall not put the bilge system out of action. If there is only one system of pipes common to all the pumps, the necessary valves for controlling the bilge suctions must be capable of being operated from above the bulkhead deck. Where in addition to the main bilge pumping system an emergency bilge pumping system is provided, it shall be independent of the main system and so arranged that a pump is capable of operating on any compartment under flooding condition as specified in paragraph sub-paragraph(3) of paragraph 51; in that case only the valves necessary for the

operation of the emergency system need be capable of being operated from above the bulkhead deck;

(m) all cocks and valves referred to in clause (l) of sub-paragraph (3) of paragraph 51 which can be operated from above the bulkhead deck shall have their controls at their place of operation clearly marked and shall be provided with means to indicate whether they are open or closed.

(4) At least two power pumps connected to the main bilge system shall be provided, one of which may be driven by the propulsion machinery. If The Director General is satisfied that the safety of the ship is not impaired, bilge pumping arrangements may be dispensed with in particular compartments.

52. Communication between navigation bridge and machinery space.- (1) At least two independent means shall be provided for communicating orders from the navigation bridge to the position in the machinery space or in the control room from which the engines are normally controlled: one of these shall be an engine-room telegraph which provides visual indication of the orders and responses both in the machinery space and on the navigation bridge. Appropriate means of communication shall be provided to any other positions from which the engines may be controlled.

(2) For ships constructed on or after the 1st October, 1994 the following requirements apply in lieu of the provisions of sub-paragraph (1); at least two independent means shall be provided for communicating orders from the navigation bridge to the position in the machinery space or in the control room from which the speed and direction of thrust of the propellers are normally controlled; one of these shall be an engine-room telegraph which provides visual indication of the orders and responses both in the machinery spaces and on the navigation bridge. Appropriate means of communication shall be provided from the navigation bridge and the engine-room to any other position from which the speed or direction of thrust of the propellers may be controlled.

53. Engineers’ alarm. — An engineers’ alarm shall be provided to be operated from the engine control room or at the manoeuvring platform as appropriate and shall be clearly audible in the engineers’ accommodation.

CHAPTER – VI ELECTRICAL INSTALLATIONS

54. General. —

(1) Electrical installations shall be such that:

(a) all electrical auxiliary services necessary for maintaining the ship in normal operational and habitable conditions shall be ensured without recourse to the emergency source of electrical power;

(b) electrical services essential for safety shall be ensured under various emergency conditions; and

(2) The Director-General shall take appropriate steps to ensure uniformity in the implementation and application of the provisions of this rule in respect of electrical installations.

55. Main source of electrical power and lighting systems.-

(1) (a) A main source of electrical power of sufficient capacity to supply all those services mentioned in clause(a) of sub-paragraph (1) of paragraph 54; shall be provided. This main source of electrical power shall consist of at least two generating sets.

(b) The capacity of these generating sets shall be such that in the event of any one generating set being stopped it shall still be possible to supply those services necessary to provide normal operational conditions of propulsion and safety. Minimum comfortable conditions of habitability shall also be ensured which include at least adequate services for cooking, heating, domestic refrigeration, mechanical ventilation, sanitary and fresh water.

(c) The arrangements of the ship’s main source of electrical power shall be such that the services referred to in clause(a) of sub-paragraph (1) of paragraph 54 can be maintained regardless of the speed and direction of rotation of the propulsion machinery or shafting.

(d) In addition, the generating sets shall be such as to ensure that with any one generator or its primary source of power out of operation, the remaining generating sets shall be capable of providing the electrical services necessary to start the main propulsion plant from a dead ship condition. The emergency source of electrical power may be used for the purpose of starting from a dead ship condition if its capability either alone or combined with that of any other source of electrical power is sufficient to provide at the same time those services required to be supplied by clause(a) and clause(d)of sub-paragraph (2) of paragraph 56.

(e) Where transformers constitute an essential part of the electrical supply system required by this sub-paragraph, the system shall be so arranged as to ensure the same continuity of the supply as is stated in this sub-paragraph.

(2) (a) A main electric lighting system which shall provide illumination throughout those parts of the ship normally accessible to and used by crew shall be supplied from the main source of electrical power.

(b) The arrangement of the main electric lighting system shall l be such that a fire or other casualty in spaces containing the main source of electrical power, associated transforming equipment, if any, the main switchboard and the main lighting switchboard, shall not render the emergency electric lighting system required by clause(a) clause(b) and clause(c)of sub-paragraph (2) of paragraph 56 inoperative.

(c) The arrangement of the emergency electric lighting system shall be such that a fire or other casualty in spaces containing the emergency source of electrical power, associated transforming equipment, if any, the emergency switchboard and the emergency lighting switchboard shall not render the main electric lighting system required by this paragraph inoperative.

(3) The main switchboard shall be so placed relative to one main generating station that, as far as is practicable, the integrity of the normal electrical supply may be affected only by a fire or other casualty in one space. An environmental enclosure for the main switchboard, such as may be provided by a machinery control room situated within the main boundaries of the space, is not to be considered as separating the switchboards from the generators.

(4) Where the total installed electrical power of the main generating sets is in excess of 3 MW, the main busbars shall be subdivided into at least two parts which shall normally be connected by removable links or other approved means; so far as is practicable, the connection of generating sets and any other duplicated equipment shall be equally divided between the parts. Equivalent arrangements may be permitted to the satisfaction of the Director-General.

(5) Ships constructed on or after 1st July 1998:

(a) in addition to sub-paragraph (1),(2) and (3), shall comply with the following:

(i) where the main source of electrical power is necessary for propulsion and steering of the ship, the system shall be so arranged that the electrical supply to equipment necessary for propulsion and steering and to ensure safety of the ship shall be maintained or immediately restored in the case of loss of any one of the generators in service;

(ii) load shedding or other equivalent arrangements shall be provided to protect the generators required by this paragraph against sustained overload;

(iii) where the main source of electrical power is necessary for propulsion of the ship, the main busbar shall be subdivided into at least two parts which shall normally be connected by circuit breakers or other approved means; so far as is practicable,

the connection of generating sets and other duplicated equipment shall be equally divided between the parts; and

(b) need not comply with sub-paragraph (4).

56. Emergency source of electrical power in passenger ships – (1) (a) a self-contained emergency source of electrical power shall be provided

(a) the emergency source of electrical power, associated transforming equipment, if any, transitional source of emergency power, emergency switchboard and emergency lighting switchboard shall be located above the uppermost continuous deck and shall be readily accessible from the open deck. They shall not be located forward of the collision bulkhead;

(b) the location of the emergency source of electrical power and associated transforming equipment, if any, the transitional source of emergency power, the emergency switchboard and the emergency electric lighting switchboards in relation to the main source of electrical power, associated transforming equipment, if any, and the main switchboard shall be such as to ensure to the satisfaction of the Director-General. that a fire or other casualty in spaces containing the main source of electrical power, associated transforming equipment, if any, and the main switchboard or in any machinery space of category A shall not interfere with the supply, control and distribution of emergency electrical power. As far as practicable, the space containing the emergency source of electrical power, associated transforming equipment, if any, the transitional source of emergency electrical power and the emergency switchboard shall not be contiguous to the boundaries of machinery spaces of category A or those spaces containing the main source of electrical power, associated transforming equipment, if any, or the main switchboard;

(c) provided that suitable measures are taken for safeguarding independent emergency operation under all circumstances, the emergency generator may be used exceptionally, and for short periods, to supply non-emergency circuits.

(2) The electrical power available shall be sufficient to supply all those services that are essential for safety in an emergency, due regard being paid to such services as may have to be operated simultaneously. The emergency source of electrical power shall be capable, having regard to starting currents and the transitory nature of certain loads, of supplying simultaneously at least the following services for the periods specified hereinafter, if they depend upon an electrical source for their operation:

(a) for a period of 36 h, emergency lighting:-

(i) at every muster and embarkation station and over the sides as required by regulations;

(ii) in alleyways, stairways and exits giving access to the muster and embarkation stations, as required by regulation;

(iii) in all service and accommodation alleyways, stairways and exits, personnel lift cars ;

(iv) in the machinery spaces and main generating stations including their control positions ;

(v) in all control stations, machinery control rooms, and at each main and emergency switchboard;

(vi) at all stowage positions for firemen’s outfits;

(vii) at the steering gear ;and

(viii) at the fire pump, the sprinkler pump and the emergency bilge pump referred to in clause (a) of clause (d) of sub-paragraph (2) of paragraph 56 and at the starting position of their motors

(b) for a period of 36h —

(i) the navigation lights and other lights required by the International regulations for preventing collisions at sea in force ;and

(ii) on ships constructed on or after 1 February 1995, the very high frequency radio installation required by regulation IV/7.1.1 and IV/7.1.2 of International Convention of Safety of Life at Sea; and, if applicable

(A) the MF radio installation required by regulations IV/9.1.1,IV/9.1.2,IV/10.1.2 and IV/10.1.3 of International Convention of Safety of Life at Sea.

(B) the ship earth station required by regulation IV/10.1.1 of International Convention of Safety of Life at Sea; and

(C) the MF/HF radio installation required by regulations IV/11.1.1 and IV/11.1.2 of International Convention of Safety of Life at Sea.

(i) all internal communication equipment required in an emergency;

(ii) the shipborne navigational equipment as required by regulation V/12 *;where such provision is unreasonable or impracticable the Director-General may waive this requirement for ships of less than 5,000 tons gross tonnage;

(iii) the fire detection and fire alarm system, and the fire door holding and release system; and

(iv) for intermittent operation of the daylight signalling lamp, the ship’s whistle, the manually operated call points, and all internal signals that are required in an emergency;

(v) unless such services have an independent supply for the period of 36 h from an accumulator battery suitably located for use in an emergency

(d) for a period of 36 h –

(i) one of the fire pumps required by sub-paragraph (8) of Paragraph 85 .

(ii) the automatic sprinkler pump, if any; and

(iii) the emergency bilge pump and all the equipment essential for the operation of electrically powered remote controlled bilge valves

(e) for the period of time required by paragraph 44 the steering gear if required to be so supplied by that paragraph;

(f) for a period of half an hour —

(i) any watertight doors required by paragraph 28 to be power-operated together with

their indicators and warning signal;

(ii) emergency arrangements to bring the lift cars to deck level for the escape of persons. The passenger lift cars may be brought to deck level sequentially in an emergency;

(iii) in a ship engaged regularly on voyages of short duration, the Director -General. if satisfied that an adequate standard of safety would be attained may accept a lesser period than the 36-hours period specified in clause (a) to (e) of sub-paragraphs (2) but not less than 12 h.

(3) The emergency source of electrical power may be either a generator or an accumulator battery, which shall comply with the following —

(a) where the emergency source of electrical power is a generator, it shall be —

(i) driven by a suitable prime mover with an independent supply of fuel having a flashpoint (closed cup test) of not less than 43 °C;

(ii) started automatically upon failure of the electrical supply from the main source of electrical power and shall be automatically connected to the emergency switchboard; those services referred to in sub-paragraph (4) shall then be transferred automatically to the emergency generating set. The automatic starting system and the characteristic of the prime mover shall be such as to permit the emergency generator to carry its full rated load as quickly as is safe and practicable, subject to a maximum of 45 s ;unless a second independent means of starting the emergency generating set is provided, the single source of stored energy shall be protected to preclude its complete depletion by the automatic starting system ;and

(iii) provided with a transitional source of emergency electrical power according to sub- paragraph (4).

(b) where the emergency source of electrical power is a generator, it shall be

(i) carrying the emergency electrical load without recharging while maintaining the voltage of the battery throughout the discharge period within 12 per cent. above or below its nominal voltage ;

(ii) automatically connecting to the emergency switchboard in the event of failure of the main source of electrical power ;and

(iii) immediately supplying at least those services specified in of sub-paragraph (4) .

(c) the following provision in sub-clause (ii) of clause (a) of sub-paragraph (3) shall not apply to ships constructed on or after the 1st October, 1994:

unless a second independent means of starting the emergency generating set is provided, the single source of stored energy shall be protected to preclude its complete depletion by the automatic starting system;

(d) for ships constructed on or after the 1st July, 1998, where electrical power is necessary to restore propulsion, the capacity shall be sufficient to restore propulsion to the ship in conjunction with other machinery, as appropriate, from a dead ship condition within 30 min after blackout.

(4) (a) The transitional source of emergency electrical power required by sub clause (iii)

of clause (a) of paragraph (3) shall consist of an accumulator battery suitably located for use in an emergency which shall operate without recharging while maintaining the voltage of the battery throughout the discharge period within 12 per cent. above or below its nominal voltage and be of sufficient capacity and so arranged as to supply automatically in the event of failure of either the main or emergency source of electrical power at least the following services, if they depend upon an electrical source for their operation;

(b) the lighting required by clause (a) and (b) of sub- paragraphs (2);

(2) unless such services have an independent supply for the period specified from an accumulator battery suitably located for use in an emergency

(d) Power to operate the watertight doors, as required by sub-clause (iii) of clause (c) of sub -paragraph (6) of paragraph 26, but not necessarily all of them simultaneously, unless an independent temporary source of stored energy is provided. Power to the control, indication and alarm circuits as required by clause (b) of sub-paragraph (6) of paragraph 26 for half an hour.

(5) (a) the emergency switchboard shall be installed as near as is practicable to the emergency source of electrical power;

(b) where the emergency source of electrical power is a generator, the emergency switchboard shall be located in the same space unless the operation of the emergency switchboard would thereby be impaired;

(c) no accumulator battery fitted in accordance with this rule shall be installed in the same space as the emergency switchboard. An indicator shall be mounted in a suitable place on the main switchboard or in the machinery control room to indicate when the batteries constituting either the emergency source of electrical power or the transitional source of emergency electrical power referred to in clause (b) of sub-paragraph (3) or sub-paragraph (4) are being discharged;

(d) the emergency switchboard shall be supplied during normal operation from the main switchboard by an interconnector feeder which is to be adequately protected at the main switchboard against overload and short circuit and which is to be disconnected automatically at the emergency switchboard upon failure of the main source of electrical power. Where the system is arranged for feedback operation, the interconnector feeder is also to be protected at the emergency switchboard at least against short circuit;

(e) in order to ensure ready availability of the emergency source of electrical power, arrangements shall be made where necessary to disconnect automatically non-emergency circuits from the emergency switchboard to ensure that power shall be available to the emergency circuits;

(f) the emergency generator and its prime mover and any emergency accumulator battery shall be so designed and arranged as to ensure that they shall function at full rated power when the ship is upright and when inclined at any angle of list up to 22.5 ˚or when inclined up to ten degree either in the fore or aft direction, or is in any combination of angles within those limits.

57. Supplementary emergency lighting for Ro/Ro passenger ships: — (1) All passenger public spaces and alleyways shall be provided with supplementary electric lighting that can operate for at least three hours when all other sources of electric power have failed and under any condition of heel. The illumination provided shall be such that the approach to the means of escape can be readily seen. The source of power for the

supplementary lighting shall consist of accumulator batteries located within the lighting units that are continuously charged, where practicable, from the emergency switchboard. Alternatively, any other means of lighting which is at least as effective may be accepted by the Director-General. The supplementary lighting shall be such that any failure of the lamp shall be immediately apparent. Any accumulator battery provided shall be replaced at intervals having regard to the specified service life in the ambient conditions that they are subject to in service.

(2) a portable rechargeable battery operated lamp shall be provided in every crew space alleyway, recreational space and every working space which is normally occupied unless supplementary emergency lighting, as required by sub-paragraph (1), is provided.

58. Starting arrangements for emergency generating sets. – (1) Emergency generating sets shall be capable of being readily started in their cold condition at a temperature of 0°C. If this is impracticable, or if lower temperatures are likely to be encountered, provision acceptable to The Director General shall be made for the maintenance of heating arrangements, to ensure ready starting of the generating sets.

(2) Each emergency generating set arranged to be automatically started shall be equipped with starting devices approved by the Director-General with a stored energy capability of at least three consecutive starts. A second source of energy shall be provided for an additional three starts within 30 min unless manual starting can be demonstrated to be effective, ships constructed on or after the 1st October, 1994, in lieu of the provision of the second sentence of this sub-paragraph (2) of paragraph 58, shall comply with the following requirements, The source of stored energy shall be protected to preclude critical depletion by the automatic starting system, unless a second independent means of starting is provided. In addition, a second source of energy shall be provided for an additional three starts within 30 min unless manual starting can be demonstrated to be effective.

(3) The stored energy shall be maintained at all times, as follows:-

(a) electrical and hydraulic starting systems shall be maintained from the emergency switchboard;

(b) compressed air starting systems may be maintained by the main or auxiliary compressed air receivers through a suitable non-return valve or by an emergency air compressor which, if electrically driven, is supplied from the emergency switchboard;

(c) all of these starting, charging and energy storing devices shall be located in the emergency generator space; these devices are not to be used for any purpose other than the operation of the emergency generating set. This does not preclude the supply to the air receiver of the emergency generating set from the main or auxiliary compressed air system through the non-return valve fitted in the emergency generator space.

(4) (a) where automatic starting is not required, manual starting is permissible, such as manual cranking, inertia starters, manually charged hydraulic accumulators, or powder charge cartridges, where they can be demonstrated as being effective;

(b) when manual starting is not practicable, the requirements of sub-paragraph(2) and (3) .

(3) Shall be complied with except that starting may be manually initiated.

59. Precautions against shock, fire and other hazards of electrical origin – (sub-paragraphs (10) of this paragraph apply to ships constructed on or after the January, 2007)

(1) (a) exposed metal parts of electrical machines or equipment which are not intended to be live but which are liable under fault conditions to become live shall be earthed unless the machines or equipment are:-

(i) supplied at a voltage not exceeding 50 V direct current or 50 V root mean square between conductors; auto-transformers shall not be used for the purpose of achieving this voltage; or

(ii) supplied at a voltage not exceeding 250 V by safety isolating transformers supplying only one consuming device; or

(i). constructed in accordance with the principle of double insulation.

(b) the Director-General may require additional precautions for portable electrical equipment for use in confined or exceptionally damp spaces where particular risks due to conductivity may exist;

(c) all electrical apparatus shall be so constructed and so installed as not to cause injury when handled or touched in the normal manner.

(2) Main and emergency switchboards shall be so arranged as to give easy access as may be needed to apparatus and equipment, without danger to personnel. The sides and the rear and, where necessary, the front of switchboards shall be suitably guarded. Exposed live parts having voltages to earth exceeding a voltage to be specified by The Director General shall not be installed on the front of such switchboards. Where necessary, nonconducting mats or gratings shall be provided at the front and rear of the switchboard.

(3) (a) the hull return system of distribution shall not be used for any purpose in a tanker, or for power, heating, or lighting in any other ship of 1,600 gross tonnage and upwards;

(b) the requirement of clause (a) of sub-paragraph (3) does not preclude under conditions approved by the Director- General the use of:-

(i) impressed current cathodic protective systems;

(ii) limited and locally earthed systems; or

(iii) insulation level monitoring devices provided the circulation current does not exceed 30 mA under the most unfavourable conditions.

(c) for ships constructed on or after the 1st of October, 1994, the requirement of clause(a) of sub-paragraph (3) does not preclude the use of limited and locally earthed systems, provided that any possible resulting current does not flow directly through any dangerous spaces;

(d) where the hull return system is used, all final subcircuits, i.e. all circuits fitted after the

last protective device, shall be two-wire and special precautions shall be taken to the satisfaction of the Director-General.

(4) (a). earthed distribution systems shall not be used in a tanker. the Director- General may exceptionally permit in a tanker the earthing of the neutral for alternating current power networks of 3,000 V (line to line) and over, provided that any possible resulting current does not flow directly through any of the dangerous spaces;

(b) when a distribution system, whether primary or secondary, for power, heating or lighting, with no connection to earth is used, a device capable of continuously monitoring the insulation level to earth and of giving an audible or visual indication of abnormally low insulation values shall be provided.

(c) ships constructed on or after the 1st October, 1994, in lieu of the provisions of clause(a) of sub-paragraph (4), shall comply with the following requirements:-

(i) except as permitted by sub- clause (ii) clause(c) of sub-paragraph (4) earthed distribution systems shall not be used;

(ii). the requirement of sub- clause (i) clause(c) of sub paragraph(4) does not preclude the use of earthed intrinsically safe circuits and in addition, under conditions approved by the Director- General, the use of the following earthed systems:-

(A) power-supplied control circuits and instrumentation circuits where technical or safety reasons preclude the use of a system with no connection to earth, provided the current in the hull is limited to not more than 5 A in both normal and fault conditions; or

(B) limited and locally earthed systems, provided that any possible resulting current does not flow directly through any of the dangerous spaces; or

(C) alternating current power networks of 1,000 V root mean square (line to line) and over, provided that any possible resulting current does not flow directly through any of the dangerous spaces.

(5) (a) except as permitted by the Director General in exceptional circumstances, all metal sheaths and armour of cables shall be electrically continuous and shall be earthed;

(b) all electric cables and wiring external to equipment shall be at least of a flame-retardant type and shall be so installed as not to impair their original flame-retarding properties. Where necessary for particular applications the Director-General may permit the use of special types of cables such as radio frequency cables, which do not comply with the foregoing;

(c) cables and wiring serving essential or emergency power, lighting, internal communications or signals shall so far as practicable be routed clear of galleys, laundries, machinery spaces of category A and their casings and other high fire risk areas. In Ro/Ro passenger ship, cabling for emergency alarms and public address systems installed on or after 1 July 1998 shall be approved by The Director General having regard to the recommendations developed by the IMO. Cables connecting fire pumps to the emergency switchboard shall be of a fire-resistant type where they pass through high fire risk areas. Where practicable all such cables should be run in such a manner as to preclude their being rendered unserviceable by heating

of the bulkheads that may be caused by a fire in an adjacent space;

(d) where cables which are installed in hazardous areas introduce the risk of fire or explosion in the event of an electrical fault in such areas, special precautions against such risks shall be taken to the satisfaction of the Director-General.

(e) cables and wiring shall be installed and supported in such a manner as to avoid chafing or other damage;

(f) terminations and joints in all conductors shall be so made as to retain the original electrical, mechanical, flame-retarding and, where necessary, fire-resisting properties of the cable.

(6) (a) each separate circuit shall be protected against short circuit and against overload, except as permitted in paragraphs 44 and 45 or where the Director-General may exceptionally otherwise permit.

(b) the rating or appropriate setting of the overload protective device for each circuit shall be permanently indicated at the location of the protective device.

(7) lighting fittings shall be so arranged as to prevent temperature rises which could damage the cables and wiring, and to prevent surrounding material from becoming excessively hot.

(8) All lighting and power circuits terminating in a bunker or cargo space shall be provided with a multiple-pole switch outside the space for disconnecting such circuits.

(9) (a) accumulator batteries shall be suitably housed, and compartments used primarily for their accommodation shall be properly constructed and efficiently ventilated;

(b) electrical or other equipment which may constitute a source of ignition of flammable vapours shall not be permitted in these compartments except as permitted in sub-paragraph (10).

(c) accumulator batteries shall not be located in sleeping quarters except where hermetically sealed to the satisfaction of the Director-General.

(10) No electrical equipment shall be installed in any space where flammable mixtures are liable to collect, e.g. in compartments assigned principally to accumulator batteries, in paint lockers, acetylene stores or similar spaces, unless the Director-General is satisfied that such equipment is:-

(a) essential for operational purposes;

(b) of a type which shall not ignite the mixture concerned;

(d) appropriately certified for safe usage in the dusts, vapours or gases likely to be encountered.

(11) Distribution system shall be so arranged that fire in any main vertical zone has is defined in sub-paragraph (4) of paragraph (1) will not interfere in services essential for safety in any other such zone. This requirement will be met if main and emergency feeders passing through any such zone are separated both vertically and horizontally has widely as is practicable

CHAPTER- VII

ADDITIONAL REQUIREMENTS FOR PERIODICALLY UNATTENDED MACHINERY SPACES

60. General. – (1) The arrangements provided shall be such as to ensure that the safety of the ship in all sailing conditions, including manoeuvring, is equivalent to that of a ship having the machinery spaces manned.

(2) Measures shall be taken to the satisfaction of The Director General to ensure that the equipment is functioning in a reliable manner and that satisfactory arrangements are made for regular inspections and routine tests to ensure continuous reliable operation.

(3) Every ship shall be provided with documentary evidence, to the satisfaction of The Director General, of its fitness to operate with periodically unattended machinery spaces.

61. Fire precautions. – (1) Means shall l be provided to detect and give alarms at an early stage in case of fires:

(a) in boiler air supply casings and exhausts (uptakes); and

(b) in scavenging air belts of propulsion machinery, unless The Director General considers this to be unnecessary in a particular case.

(2) Internal combustion engines of 2,250 kW and above or having cylinders of more than 300 mm bore shall be provided with crankcase oil mist detectors or engine bearing temperature monitors or equivalent devices.

62. Protection against flooding. – (1) Bilge wells in periodically unattended machinery spaces shall be located and monitored in such a way that the accumulation of liquids is detected at normal angles of trim and heel and shall be large enough to accommodate easily the normal drainage during the unattended period.

(2) Where the bilge pumps are capable of being started automatically, means shall be provided to indicate when the influx of liquid is greater than the pump capacity or when the pump is operating more frequently than would normally be expected. In these cases, smaller bilge wells to cover a reasonable period of time may be permitted. Where automatically controlled bilge pumps are provided, special attention shall be given to oil pollution prevention requirements.

(3) The location of the controls of any valve serving a sea inlet, a discharge below the waterline or a bilge injection system shall be so sited as to allow adequate time for operation in case of influx of water to the space, having regard to the time likely to be required in order to reach and operate such controls. If the level to which the space could become flooded with the ship in the fully loaded condition so requires, arrangements shall be made to operate the controls from a position above such level.

63. Control of propulsion machinery from the navigation bridge. – (1) Under all sailing conditions, including manoeuvring, the speed, direction of thrust and, if applicable, the pitch of the propeller shall be fully controllable from the navigation bridge.

(a) Such remote control shall be performed by a single control device for each independent propeller, with automatic performance of all associated services, including, where necessary, means of preventing overload of the propulsion machinery.

(b) The main propulsion machinery shall be provided with an emergency stopping device on the navigation bridge which will be independent of the navigation bridge control system.

(2) Propulsion machinery orders from the navigation bridge shall be indicated in the main machinery control room or at the propulsion machinery control position as appropriate.

(3) Remote control of the propulsion machinery shall be possible only from one location at a time; at such locations interconnected control positions are permitted. At each location there shall be an indicator showing which location is in control of the propulsion machinery. The transfer of control between the navigation bridge and machinery spaces shall be possible only in the main machinery space or in the main machinery control room. The system shall include means to prevent the propelling thrust from altering significantly when transferring control from one location to another.

(4) It shall be possible for all machinery essential for the safe operation of the ship to be controlled from a local position, even in the case of failure in any part of the automatic or remote control systems.

(5) The design of the remote automatic control system shall be such that in case of its failure an alarm shall be given. Unless The Director General considers it impracticable, the preset speed and direction of thrust of the propeller shall be maintained until local control is in operation.

(6) Indicators shall be fitted on the navigation bridge for:

(a) propeller speed and direction of rotation in the case of fixed pitch propellers; or

(b) propeller speed and pitch position in the case of controllable pitch propellers.

(7) The number of consecutive automatic attempts which fail to produce a start shall be limited to safeguard sufficient starting air pressure. An alarm will be provided to indicate low starting air pressure set at a level which still permits starting operations of the propulsion machinery.

64. Communication. – A reliable means of vocal communication shall be provided between the main machinery control room or the propulsion machinery control position as appropriate, the navigation bridge and the engineer officers’ accommodation

65. Alarm system. –

(1) An alarm system shall be provided indicating any fault requiring attention and shall:

(a) be capable of sounding an audible alarm in the main machinery control room or at the propulsion machinery control position, and indicate visually each separate alarm function at a suitable position;

(b) have a connection to the engineers’ public rooms and to each of the engineers’ cabins through a selector switch, to ensure connection to at least one of those cabins. Administrations may permit equivalent arrangements;

requires action by or attention of the officer on watch;

(d) as far as is practicable be designed on the fail-to-safety principle; and

(e) activate the engineers’ alarm required by paragraph 53 if an alarm function has not received attention locally within a limited time.

(2) (a). The alarm system shall l be continuously powered and shall have an automatic change-over to a stand-by power supply in case of loss of normal power supply.

(b) Failure of the normal power supply of the alarm system shall be indicated by an alarm.

(3) (a) The alarm system shall l be able to indicate at the same time more than one fault and the acceptance of any alarm shall not inhibit another alarm.

(b) Acceptance at the position referred to in sub-paragraph (1) of any alarm condition shall be indicated at the positions where it was shown. Alarms shall be maintained until they are accepted and the visual indications of individual alarms shall remain until the fault has been corrected, when the alarm system shall automatically reset to the normal operating condition.

66. Safety systems. – A safety system shall be provided to ensure that serious malfunction in machinery or boiler operations, which presents an immediate danger, shall initiate the automatic shutdown of that part of the plant and that an alarm shall be given. Shutdown of the propulsion system shall not be automatically activated except in cases which could lead to serious damage, complete breakdown, or explosion. Where arrangements for overriding the shutdown of the main propelling machinery are fitted, these shall l be such as to preclude inadvertent operation. Visual means shall be provided to indicate when the override has been activated.

67. Special requirements for machinery, boiler and electrical installations.

(1) The special requirements for the machinery, boiler and electrical installations shall be to the satisfaction of The Director General and shall include at least the requirements of this paragraph.

(2) The main source of electrical power shall comply with the following:

(a) Where the electrical power can normally be supplied by one generator, suitable load-shedding arrangements shall be provided to ensure the integrity of supplies to services required for propulsion and steering as well as the safety of the ship. In the case of loss of the generator in operation, adequate provision shall be made for automatic starting and connecting to the main switchboard of a stand- by generator of sufficient capacity to permit propulsion and steering and to ensure the safety of the ship with automatic restarting of the essential auxiliaries including, where necessary, sequential operations. The Director General may dispense with this requirement for a ship of less than 1,600 gross tonnage, if it is considered impracticable.

(b) If the electrical power is normally supplied by more than one generator simultaneously in parallel operation, provision shall be made, for instance by load shedding, to ensure that, in case of loss of one of these generating sets, the remaining ones are kept in operation without overload to permit propulsion and steering, and to ensure the safety of the ship.

(3) Where stand-by machines are required for other auxiliary machinery essential to propulsion, automatic change-over devices shall be provided.

(4) Automatic control and alarm system

(a). The control system shall be such that the services needed for the operation of the main propulsion machinery and its auxiliaries are ensured through the necessary automatic arrangements.

(b) An alarm shall be given on the automatic change-over.

(c) An alarm system complying with paragraph 66 shall be provided for all important pressures, temperatures and fluid levels and other essential parameters.

(d). A centralized control position shall be arranged with the necessary alarm panels and instrumentation indicating any alarm.

(5) Means shall be provided to keep the starting air pressure at the required level where internal combustion engines are used for main propulsion.

68. Special consideration in respect of passenger ships. – Passenger ships shall be specially considered by The Director General as to whether or not their machinery spaces may be periodically unattended and if so whether additional requirements to those stipulated in these Rules are necessary to achieve equivalent safety to that of normally attended machinery spaces.

69. Alternative design and arrangements. – (1) The purpose of this paragraph is to provide a methodology for alternative design and arrangements for machinery, electrical installations and low-flashpoint fuel storage and distribution systems.

(2) (a) Machinery, electrical installation and low-flashpoint fuel storage and distribution systems design and arrangements may deviate from the requirements set out in this paragraphs, provided that the alternative design and arrangements meet the intent of the requirements concerned and provide an equivalent level of safety to this chapter.

(b) When alternative design or arrangements deviate from the prescriptive requirements of in this rules, an engineering analysis, evaluation and approval of the design and arrangements shall be carried out in accordance with this paragraph.

(3) The engineering analysis shall be prepared and submitted to the Director- General, based on the guidelines developed by the International Maritime Organization and shall include, as a minimum, the following elements:

(a) determination of the ship type, machinery, electrical installations, low-flashpoint fuel storage and distribution systems and space(s) concerned;

(b) Identification of the prescriptive requirement(s) with which the machinery, electrical installations and low-flashpoint fuel storage and distribution systems shall not comply;

(c) dentification of the reason the proposed design shall not meet the prescriptive requirements supported by compliance with other recognized engineering or industry standards;

(d) determination of the performance criteria for the ship, machinery, electrical installation, low-flashpoint fuel storage and distribution system or the space(s)

concerned addressed by the relevant prescriptive requirement(s):

(i) Performance criteria shall provide a level of safety not inferior to the relevant prescriptive requirements contained in this paragraphs: and

(ii) performance criteria shall be quantifiable and measurable.

(e) detailed description of the alternative design and arrangements, including a list of the assumptions used in the design and any proposed operational restrictions or conditions;

(f) technical justification demonstrating that the alternative design and arrangements meet the safety performance criteria; and

(g) risk assessment based on identification of the potential faults and hazards associated with the proposal.

(4) Evaluation of the alternative design and arrangements

(a) The engineering analysis required in sub-paragraph (3) shall be evaluated and approved by The Director General, taking into account the guidelines developed by the IMO.

(b) A copy of the documentation, as approved by the Director-General, indicating that the alternative design and arrangements comply with this rule, shall be carried on board the ship.

(5) The Director-General shall communicate to the International Maritime Organization pertinent information concerning alternative design and arrangements approved by them for circulation to all Contracting Governments.

(6) If the assumptions and operational restrictions that were stipulated in the alternative design and arrangements are changed, the engineering analysis shall be carried out under the changed condition and shall be approved by the Director-General

CHAPTER- VIII

SHIPS USING LOW-FLASHPOINT FUELS

70. Application. — (1) Except as provided for in sub-paragraphs (4) ,this paragraph shall apply to ships using low-flashpoint fuels:

(a) for which the building contract is placed on or after the 1st January, 2017;

(b) in the absence of a building contract, the keels of which are laid or which are at a similar stage of construction on or after the 1st July, 2017; or

Such ships using low-flashpoint fuels shall comply with the requirements of this rule in addition to any other applicable requirements of the present rules.

(2) Except as provided for in sub-paragraphs (4), a ship, irrespective of the date of construction, including one constructed before the 1st January, 2009, which converts

to using low-flashpoint fuels on or after the 1st January, 2017 shall be treated as a ship using low-flashpoint fuels on the date on which such conversion commenced.

(3) Except as provided for in sub-paragraph (4), a ship using low-flashpoint fuels, irrespective of the date of construction, including one constructed before the 1st January, 2009, which, on or after the 1st January, 2017, undertakes to use low-flashpoint fuels different from those which it was originally approved to use before the 1st January, 2017 shall be treated as a ship using low-flashpoint fuels on the date on which such undertaking commenced.

(4) This paragraph shall not apply to ships owned or operated by a Contracting Government and used, for the time being, only in Government non-commercial service. However, ships owned or operated by a Contracting Government and used, for the time being, only in Government non-commercial service are encouraged to act in a manner consistent, so far as reasonable and practicable, with this paragraph.

71. Requirements for ships using low-flashpoint fuels. — (1) Except as provided in sub-paragraphs (4) of paragraph 70, ships using low-flashpoint fuels shall comply with the requirements of the international code of safety for ships using gases or other low-flashpoint fuels.

CHAPTER- IX CARRIAGE OF PASSENGERS

72. General. — (1) Position of Passenger Accommodation: —

(a) The decks on which passengers are accommodated shall form part of the permanent structure of the ship and shall be of adequate strength. If any deck is constructed of wood, it shall be properly laid and caulked and shall be continuous from side to side of the space in which the passengers are carried. If the deck is not constructed of wood, it shall be fitted with sheathing made of wood of an approved non-conduction composition.

(b) Passengers shall not be carried on more than one deck below the load water line and within 10 per cent. of the length of the ship from forward perpendicular in any lower between deck.

(c) Lamp rooms, paint rooms and spaces used for the storage of inflammable oils shall not have direct access to passenger accommodation by doors or passenger ways or be so situated as to constitute a danger of passengers. Passenger shall not be accommodation in a space adjoining an oil fuel bunker unless the space in separated from the bunker by an additional steel vapour proof bulk ahead so arranged that the space between the two bulkheads is well ventilated and accessible. Passenger accommodation may be situated on a deck forming the crown of an oil fuel space if-

(i) the deck is oil-tight.

(ii) passenger space is well ventilated;

(iii) no man whole or other opening to oil fuel space exists in passenger spaces; and

(iv) flooring of passenger space is of a material and of a thickness approved by the Central Government for the purpose.

(d) Passenger accommodation shall be separated from cargo spaces, coal bunkers. storerooms, lamp rooms and paint rooms and other space used for storage of inflammable oils by means of gas-tight steel bulkheads and decks.

(2) Lighting and ventilation-All passenger accommodation spaces shall be efficiently ventilated and lighted during both day and night. Wherever possible, natural lighting shall be provided. Where natural lighting is not possible, efficient artificial lighting shall be provided.

(3) Sheathing of steel or other metal decks-steel or other metal decks forming the floors or crowns of enclosed spaces in which passengers are accommodated shall be sheathed with wood or other composition of an approved type. crowns of passenger spaces which are exposed to weather shall be sheathed with wood 57 millimetres thick or with an equivalent composition.

73. Space requirements for cabin class passengers. —(1) Applicable-this paragraph applies to ships of classes I,II,III,IV,V,VI

(2) Provision of cabin Berths-

(a) the number of fixed berths properly constructed and fitted shall determine the number of passengers that may be allowed to be carried in cabin class accommodation provided in any ship.

(b) no cabin accommodating cabin class passengers shall contain more than eight such berths.

(c) there shall not be more than two tiers of berths in any cabin and there shall be provided not less than 3.35 square metres of clear space for each cabin class passenger. Where small berths are fitted for children, the total space allocated shall be 3.5 square metre for every pair of such berths.

(d) where the voyage are of less than 6 hours duration, passengers may be accommodated in spaces where only sitting accommodation is provided. sets or chairs of not less than 460 mm in length shall be provided for all such passengers.

(e) Airing space shall be provided on the upper deck bridge or poop deck for all cabin class passengers at the scale of 2.20 square metre for each passenger, such airing space shall be demarcated and spared from airing space referred to in sub-paragraph (7)

74. Space requirements for accommodation of special trade passengers.- (1)

Application-this paragraph applies to ships of classes III, IV, V, VI

(2) Spaces unfit for passenger accommodation- In ships to which this paragraph applies, accommodation for passengers shall be provided in any of the following spaces, namely:-

(a) any deck lower than the one immediately below the deepest sub-division load line;

(b) any part of the between deck where the clear headroom is less than 1.90 metres;

(c) forward of the collision bulkhead being the bulkhead complying with the requirements or the upward extension thereof;

(d) on lower between decks within 10 per cent. of the length of the ship from the forward perpendicular; or

(e) any weather deck which is not sheathed to any satisfaction of the Central Government.

(3) During seasons of foul weather, no space on the weather deck shall be measured as being available for passenger accommodation except that it may be measured as airing space.

(4) Provision of bunks —

(a) where in any ship to this paragraph applies bunks are provided for passengers as required in the paragraph, such bunks shall comply with the following requirements, namely : —

(i). the size of a bunk shall not be less than 1.90 metres long and 0.70 metres wide;

(ii). every bunk shall give direct access to a passage-way and the passage-ways shall so arranged as to give ready access to an escape route;

(iii). the width of passage-ways shall be not less than 0.70 metre;

(iv). bunks may be fitted in single or double tiers; the following requirements shall be complied with, namely:-

(A) the distance between the deck and the base of the lower bunk shall not be less than 0.45 metre;

(B) the distance between the base of the lower bunk and the base of the upper bunk shall not be less than 0.90 metre;

(C) The distance between the base of the upper bunk and the underside of any overhead obstruction shall not be less than 0.90 metre. and

(D) suitable means shall be provided for access to upper bunks.

(v). bunks shall be fitted with leeboards or lee rails and where bunks are fitted side by side suitable means of separation shall be provided;

(vi). bunks and their fittings shall be constructed of metal and shall be or a type approved by the Central Government;

(vii). opening are trunked or otherwise protected to the satisfaction of the Central Government.

(viii). no bank shall be fitted within 0.60 metre of the face of the frames, sparrings or linings at a ship’s side;

(ix). no bunk shall be fitted within 0.75 metre of the entrance of any stairway or ladderway, wash placed, lavatory or battery or latrines or of any water tap or fire hydrant; and

(x). no bunk shall be fitted in space or part there of which in the opinion of the Central Government, is unsuitable for accommodation of special trade passengers.

(5) Total number of bunks provided in any ship shall be such as to ensure that the number of a passengers carried in space does not exceed the gross volume of that space in cubic metres divided by 3.06 cubic metres.

(6) Ships not fitted with bunks

(a) where a ship tow which this paragraphapplies is not required to provide bunks for passengers, the following provisions shall be complied with sub-paragraph 24.

(b) subject to the provision of the paragraph for accommodation spaces in any such ship shall be measured on the scale set out in the table below, having regard to the location of accommodation space, the duration of the voyage and the incidence of season of fair and foul weather;

Location

Duration of voyage

Minimum space

allocation per passenger

Weather deck (during season of fair weather)

(i) Less than 24 hours

0.74 m²

(ii) 24 hours and over but less than 72 hours

1.12 m²

Upper deck

(i) Less than 24 hours

0.74 m²

(ii) 24 hours and over but less than 72 hours

1.12 m²

Upper between deck

(i) Less than 24 hours

0.88 m²

Location

Duration of voyage

Minimum space

allocation per passenger

(ii) 24 hours and over but less than 72 hours

1.12 m²

Lower between deck

(i) Less than 24 hours

0.88 m²

(ii) 24 hours and over but less than 72 hours

1.40 m²

(c) where means of egress from a between deck or other enclosed spare is through another passenger space, the space in the between deck shall be measured in accordance with scale laid down for lower between deck.

(d) where duration of any voyage is 24 hours or over, the number of passengers accommodated it any space shall not exceed the gross volume of that space in cubic metres divided by 3.06 cubic metres.

(e) in calculating spaces for accommodation of passengers, the following deductions shall be made, namely :-

(A) an overall deduction of 5 per cent. of the gross area of the space to allow for the accommodation of accompanied baggage ;

(B) an area extending to a distance of 0.75 metre from the entrance to any stairway or ladder way, wash place, lavatory or battery or latrines of from any water tap or fire hydrant;

Provided that these areas may be included in airing space provided under airing spaces;

(D) the area of any hatchway; and

(E) any area which, in the opinion of the central Government, is unsuitable for accommodation of passengers.

(f) areas referred to in clauses (b), (c), (d), (e) of sub-paragraph 6 shall be delineated by white line 0.08 meter wide.

(7) Airing space – airing space reserved on the weather decks for use of passengers in pursuance of the provision of airing spaces shall be marked conspicuously as ‘AIRING SPACE FOR SPECIAL TRADE PASENGERS ONLY’.

(8) Marking of spaces- Any space intended for the accommodation of special trade passengers shall be conspicuously marked at or near the entrance to that space indicating the number of such passengers the space is certified to accommodate.

(9) Hospital arrangements — 1. Every ship carrying more than 100 passengers and engaged on voyages the duration of which exceeds 48 hours in ordinary circumstances, shall be provided with permanent hospital arrangements, such arrangements shall comply with the following provisions, namely:-

(a) there shall be fitted on deck or decks above the decks hospital accommodation for passengers which shall be clearly demarcated;

(b) the area of the deck space provided for this purpose shall be not less than 9.3sq. meters for the first five hundred passengers or less and in addition 2.3 sq. meters of every additional one hundred passengers or part thereof up to a maximum of 23 sq. meters;

(c) there shall be separate hospital for the exclusive use of members of each sex when passengers of both sexes are carried;

(d) every such hospital shall be at least two beds and a floor area of not less than 4.5 sq. meters;

(e) every hospital shall be sufficiently ventilated and lighted and shall be provided with proper beds, bedding and necessary appliances;

(f) metal decks and over-head decks shall be sheathed with wood or other approved composition;

(g) every hospital shall have its own latrine and bathroom situated immediately adjacent to the hospital either in one compartment or separately;

(h) beds shall be of metal and shall be of a type approved for use in the hospital of a ship. Every hospital shall remain open at all time for the admission and treatment of passengers suffering from any ailment;

(i) hospital beds shall be fitted on the scale given below:-

Number of passengers Number of beds for voyages of between 48 and 120 hours Number of beds for voyages of over 120 hours

Upto400 passengers

400–600

passengers

600–800

passengers

800–1000

passengers

Above 1000

passengers

2. Every ship carrying pilgrims shall be provided with hospital accommodation for not less than 2.5 per cent. of the total number of pilgrims the ship is certified to carry.

3. In the case of ships certified to carry more than one hundred passengers and performing voyage the duration of which in ordinary circumstance does not exceed 48 hours there shall be carried material for the erection of a temporary hospital. the area reserved for such hospital shall be not less than 7.4 sq. meters,

4. The portion of the upper deck on which such temporary hospital may be erected shall be measured off and demarcated to the satisfaction of the Central Government. The framework of the hospital may be of metal (in pieces that can be easily fitted together) or of wooden spares or bamboos. The roof shall be tented and both side walls made of stout canvas or other suitable material and be perfectly watertight. Adequate provisions shall be made for ventilation.

5. To provide for the accommodation and treatment of such cased on illness such as smallpox, cholera yellow fever or plague, every ship carrying more than one hundred passengers and performing a voyage the duration of which exceeds. 48 hours but does not exceed 120 hours shall carry on board material necessary for the construction of a temporary hospital and a part of the upper dock of an area not less than 14 sq. meters shall be set apart and demarcated for this purpose.

6. Ships performing a voyage the duration of which in ordinary circumstances exceed 120 hours shall be fitted with permanent isolation hospital which shall be in as isolated a position as possible to the satisfaction of the Central Government. There shall be not less than two beds in an isolation hospital.

7. every isolation hospital shall have a separate latrine and wash basin.

8. every pilgrim shall be provided with spaced on upper deck for erection of a temporary hospital. The area of the temporary hospital together with that of the permanent hospital shall be sufficient for a at least 4 per cent. of the number of pilgrims the ship in certified to carry

(10) Provision of medical stores-

(a) every ship carrying more than 100 passengers and every pilgrim ship shall carry medicine, medical stores disinfectants, and surgical appliances prescribed by the applicable rules made under the Act;

(b) the medical stores and surgical appliances shall be inspected one a year by the Port Health Officer, who if satisfied that they are as prescribed and in good condition, shall issue a certificate to that effect to the master of the ship ;

(i) Every ship shall be provided with latrines for exclusive use of passengers on accordance with the following scale, namely :-

(A) In the case of ships performing voyages the duration of which in ordinary circumstances exceed 48 hours, not less than four latrines shall be provided for everyone hundred passengers or part thereof.

(B) In the case of ships performing voyages the duration of which in ordinary circumstances exceeds 24 hours but does into exceed 48 hours, not less than three latrines shall be provided for every one hundred passengers or part thereof up to six hundred passengers and two thereof up to six hundred passengers and two additional Latrines for every one hundred passengers or part thereof.

(C) In the case of ships performing voyages the duration of which in ordinary circumstances exceed 6 hours but does not exceed 24 hours, there shall be provided three latrines for the first hundred passengers and two latrines for every hundred passengers or part thereof in excess of the first hundred passengers.

(D) In the case of ships performing voyages which does not exceed 6 hours in ordinary circumstances there shall be provided latrines at the scale of 2 latrines for every one hundred passengers or part thereof for he total number of passengers the ship is certified to carry.

(ii) in every ship, small commode seats with back rest shall be made available the use of children in the proportion of one such commode for every two hundred passengers which the ship is certified to carry, upto a maximum of six commodes. such commode shall be placed adjacent to the latrines.

(iii) latrines shall be situated above the between decks, forward and aft, at convenient and easily accessible places in all weathers. Latrines shall not be provided in between decks unless an efficient system of trunked mechanical ventilation and exhaust ventilation is provided in such spaces.

(iv) all latrines shall be design approved for the purposed and shall be fitted with automatic intermittent flushing devices. The latrine compartment shall be at least 900 millimeters by 1100 millimeters and shall be provided with two storm rails. Latrines situated in between decks shall be effectively shut off so as to prevent effluvia escaping therefrom into passenger space;

(v) every latrine shall be properly lighted and provided with a water tap, a pannikin and an adequate supply of water for purposes of ablution. Separate latrines shall be set part for the exclusive use for male and female passengers and fitted with entirely separate entrances. All latrines shall be clearly marked and lighted to indicate whether they are intended for use of male for as the case may be female passengers.

(vi) every latrine shall be kept clean and in good order and shall, when the passengers are on board be disinfected not less than thrice a day;

(vii) latrines provided for passengers shall not be used by the crew when passengers are on board;

(viii) the compartment containing latrine shall be enclosed by steel bulkheads and shall be provided with exhaust ventilation to the open air. Access to the latrines shall be from passage ways or open spaces. Wherever possible, a lobby shall be provided at the entrance. Where such arrangement is not practicable, a self-closing door shall be provided except where the entrance is from an open deck. The entrance shall be adequately screened to secure privacy;

(ix) every water closet shall be enclosed by bulkhead:

Provided that one water closet may be separated from another water closet or urinal by an opaque and rigid material open at the top and bottom.

(d) every water closet shall be closet shall be so constructed as to facilitate cleaning and not to harbour dirt or vermin.

(11) Wash places and baths –

(a) in ship performing voyages the duration of which exceeds 48 hours there shall be provided for the exclusive use of passengers washing facilities at the following scales, namely :-

(b) one wash basin or sink with running cold fresh water for every 25 passengers; and

(c) one water rap or shower for bathing for every 25 passengers or part thereof. At least one tap or shower shall also be fitted to supply running hot water and so regulated as to prevent scalding.

(12) Every ship performing a voyage the duration of which is ordinary circumstances is less than 48 hours bur not less than 24 hours shall be provided with wash basins, taps or showers at half the rate prescribed.

(a) every ship performing a voyage the duration of which does into exceed 24 hours shall be provided wash place for male passengers and one for female passengers.

Each such wash basins or sinks with running cold fresh water. where the voyages exceed 12 hours duration, showers or taps with fresh running water shall be provided in each wash place.

(b) every wash place provided in accordance with this paragraph shall be provided with direct access from the passenger accommodation and shall be adequately screened from public view. There shall be an adequate supply of water and taps and valves shall be an adequate supply of water and taps and valves shall be marked indicating whether the water is fresh water of salt water and whether it is hot or cold. There shall be an adequate means of ventilation for each wash place.

(13) dressing hours —

(a) in every ship performing a voyage the duration of which in ordinary circumstance exceeds 48 hours there shall be provided two dressing room, one for male passengers and the other for female passengers, fitted with mirrors and seats;

(b) the dressing rooms shall be adjacent to the wash places and shall be provided with an inter-communicating door or passage between the wash place and the dressing room;

(c) the superficial area of each dressing room shall be not less than 2.22 sq. meters. Where the dressing room is not immediately adjacent to the wash place, one wash basin shall be provided with a tap and an adequate supply of fresh water in the dressing room.

(14) Supply of food, fuel and water-

(a) every passenger on voyages exceeding 24 hours shall be provided with adequate quantity of food shall be of good quality;

(b) In no case shall a passenger be permitted to cook food on board;

(c) There shall be supplied to passengers fresh water of not less than 22.5 liters per day for all purposes inclusive of the quantity necessary for drinking;

Fresh water may be carried in double bottom tanks or in other tanks fitted above double bottoms or any other tanks fitted for this purpose;

(d) all freshwater tanks shall be cleaned, cement washed (or, if coasted with bituminous plastic or other proprietory composition, re-coated where necessary) and aired and disinfected at intervals not exceeding 12 months. In addition, the tanks shall be thoroughly pumped out, hosed and disinfected prior to refilling at six months intervals. The disinfection shall, wherever possible, be carried out under the supervision of the Port health Officer.

(15) There shall be provided on every deck used by passengers, efficient means for the regular supply of cold, fresh and portable drinking water suitably distributed in the passenger spaces. The minimum number of such supply station shall be as follow :-

Length of ship Minimum number of supply stations

Less than 30 metres 2

30 metres and above but less than 60 metres 3

60 metres and above but less than 100 metres 4

Length of ship Minimum number of supply stations

100 metres and above but less than 150 metres 8

150 metres and above 10

(16) Distilling apparatus —

(a) on every pilgrim ship and every ship performing voyages in excess of 120 hours there shall be provided a distilling apparatus capable of producing 9 litres of fresh water per day for each person carried on board the ship subject to a minimum of 2250 litres.

(b) the condenser or distilling apparatus shall be separate from other machinery installations and under no circumstances shall be equipment be used for any other purpose.

(17) Dining spaces —

(a) every ship performing voyage the duration of which in ordinary circumstances exceeds 48 hours shall be provided with a dining space or spaces equipped with sufficient number of tables having impervious taps and also with chairs or benches.

(b) the deck area of such dinning spaces shall be not less than 0.18 sq. meter for every passenger which the ship is certified to carry.

(18) Ventilation —

(a) ships which perform voyages the duration of which exceeds 48 hours in ordinary circumstances shall be provided with a trunked mechanical ventilation system foe every between deck space and other enclosed spaces in which passengers are carried. The system shall provide for atleast ten air changer per hour.

(b) where a ship performs voyage of less than 48 hours duration, there shall be either a trunked mechanical ventilation system or a system of cowl ventilation providing not less than 62.5 sq. centimeters of ventilator area for each person accommodation in the compartment. Ventilators which are require to supply air to the lower between deck compartment shall have an aggregate area of not less than 94 sq. centimeters

i.e. 47 sq centimeters as inlet and an equal amount as outlet measured at the narrowest part of the air passage.

(c) the ventilators provided under sub-paragraph (2) shall be exclusive of side scuttle, doors, hatchways, skylights, and other apertures not built solely for ventilation. Suitable pedestal or other fans having a large sweep of not less than 75 centimetres shall be provided for every 28 square metres of deck space of passenger accommodation.

(19) Disinfecting apparatus — every pilgrim ship shall be provided with an approved disinfecting apparatus. All articles contaminated by patiens suffering from cholera, plague or dysentery or nay other infection diseases shall be disinfected under the supervision of the medical officer.

(20) Ladderways —

(a) in every ship of Class I, II, III, IV, V and VI in each compartment in which passengers are carried, there shall be provided at least two sets of ladderways leading to the lifeboat of liferaft embarkation stations. Ladder ways shall also be provided for direct and easy access to the weather or upper decks on which airing space is provided for the passengers;

(b) the ladderways shall be adequate for the number of passengers likely to use them in an emergency. Ladderways shall have an aggregate width of not less than 0.55 metre for every five passengers carried in that space. No ladderway shall be less than 75 centimeters wide;

(c) the exists from each compartment shall be well lighted and clearly marked to enable the passengers to reach the lifeboat stations and open decks easily;

(d) every ship of Class VI shall be provided with at least one ladderway for each compartment in which passengers are accommodated leading to the lifeboat stations and the weather deck. The minimum width of the ladder shall be 75 centimeters.

(e) each ladderways shall be fitted with substantial rails or other protection.

(21) Guard rails and stanchions —

(a) all ships carrying passengers shall be provided with bulkheads or guard rails on every deck to which the passengers have access;

(b) such bulwarks or guard rails shall be not less than 107 centimeters high, measured from the top of the deck to the top of the uppermost rail. The rails shall be not more than 230 millimeters apart unless strong netting is provided;

(22) Provision of Awnings, every ship shall be provided with approved awnings providing protection from the weather to thee portions of exposed decks which are appropriated for the use of passengers:

Provided that the Central Government may, in addition, require any ship to provide awnings for such portions of exposed decks and housetops which are situated immediately above the spaces provided for accommodation of passengers.

(23) Airing space to be provided for passengers. — every special trade passenger ship shall have reserved as airing space for the use of passengers on board, gratuitously by day and by night, so much of the upper deck as is not required for the airing space of the crew or for permanent structure: Provided that the upper deck space so provided for passengers shall in no case be less than 0.37 square meter for each passenger.

(24) Bunks to be provided for passengers. — every special trade passenger ship making a voyage the duration of which, in ordinary circumstances, may extend to seventy-two hours or more shall provide for each passenger on board a bunk of the prescribed size and particulars.

CHAPTER-X

CONSTRUCTION – FIRE PROTECTION, FIRE DETECTION AND FIRE EXTINCTION

75. Application – (1) Unless expressly provided otherwise, this paragraph shall apply to ships constructed on or after the 1st July, 2012.

(2) For the purpose of this paragraph: —

(a) the expression ‘ships constructed’ means ships the keels of which are laid or which are at a similar stage of construction;

(b) the expression all ships’ means ships, irrespective of type, constructed before, on or after the coming into force of these paragraph; and

(c) a cargo ship, whenever built, which is converted into a passenger ship shall be treated as a passenger ship constructed on the date on which such a conversion commences.

(3) For the purpose of this paragraph, the expression ‘a similar stage of construction’ means the stage at which: —

(a) construction identifiable with a specific ship begins; and

(b) assembly of that ship has commenced comprising at least 50 tonnes or 1 per cent. of the estimated mass of all structural material, whichever is less.

76. Fire Safety Objectives and Functional Requirements. — (1)Fire safety objectives, – the fire safety objectives of this paragraph are to :-

(a) prevent the occurrence of fire and explosion;

(b) reduce the risk to life caused by fire;

(d) contain, control and suppress fire and explosion in the compartment of origin; and

(e) provide adequate and readily accessible means of escape for passengers and crew.

77. Functional requirements. – (1) In order to achieve the fire safety objectives, set out in paragraph 76 below , the following functional requirements are embodied in the regulations of this paragraph as appropriate: division of the ship into main vertical and horizontal zones by thermal and structural boundaries.

(2) separation of accommodation spaces from the remainder of the ship by thermal and structural boundaries.

(3) restricted use of combustible materials;

(4) detection of any fire in the zone of origin;

(5) containment and extinction of any fire in the space of origin;

(6) protection of means of escape and access for fire-fighting;

(7) ready availability of fire-extinguishing appliances; and

(8) minimization of possibility of ignition of flammable cargo vapour.

78. Achievement of the fire safety objectives. – The fire safety objectives set out in paragraph 76 above shall be achieved by ensuring compliance with the prescriptive requirements specified in the rules or by alternative design and arrangements which comply with paragraph 92. A ship shall be considered to meet the functional requirements set out in paragraph 77 and to achieve the fire safety objectives set out in paragraph 76 when either:-

(1) the ship’s designs and arrangements, as a whole, complies with the relevant prescriptive requirements in chapters of this chapter X.

(2) the ship’s designs and arrangements, as a whole, have been reviewed and approved in accordance with chapter X.

(3) Chapters related to the ship’s design and arrangements have been reviewed and approved in accordance with chapter X and the remaining parts of the ship comply with the relevant prescriptive requirements in this chapter.

CHAPTER-XI PREVENTION OF FIRE AND EXPLOSION

79. Probability of ignition :- (1) The purpose of this rule is to prevent the ignition of combustible materials or flammable liquids. For this purpose, the following functional requirements shall be met : —

(a) means shall be provided to control leaks of flammable liquids;

(b) means shall be provided to limit the accumulation of flammable vapours;

(d) ignition sources shall be restricted; and

(e) ignition sources shall be separated from combustible materials and flammable liquids.

(2) Arrangements for oil fuel, lubrication oil and other flammable oils —

(a) Limitations in the use of oils as fuel:

(i) the following limitations shall apply to the use of oil as fuel:

(A) except as otherwise permitted by this rule, no oil fuel with a flashpoint of less than 60C is to be used;

(ii) in emergency generators oil fuel with a flashpoint of not less than 43C may be used;

(iii) the use of oil fuel having a flashpoint of less than 60C but not less than 43C may be permitted (e.g. for feeding the emergency fire pump’s engines and the auxiliary machines which are not located in the machinery spaces of category A) subject to the following: —

(A) fuel oil tanks except those arranged in double bottom compartments shall be located outside the machinery spaces of category A;

(B) provisions for the measurement of oil temperature are provided on the suction pipe of the oil fuel pump;

(D) pipe joints of welded construction or of circular cone type or spherical type union joint are applied as much as possible;

(E) ships carrying oil fuel shall prior to bunkering be provided with a declaration signed and certified by the oil fuel supplier’s representative, that the oil fuel to be supplied is in conformity with clause (a) of sub–paragraph (2), and the test method used for determining the flashpoint. A bunker delivery note for the oil fuel delivered to the ship shall contain either the flashpoint specified in accordance with standards acceptable to the IMO or a statement that the flashpoint has been measured at or above 70ºC;

(F) Contracting Governments undertake to ensure that appropriate authorities designated by them inform the organisation, for transmission to Contracting Governments and Member States thereof, of all confirmed cases (flashpoint) where oil fuel suppliers have failed to meet the requirements specified in clause (a) of sub-paragraph 2.

(G) Contracting Governments undertake to ensure that appropriate authorities designated by them take action, as appropriate, against oil fuel suppliers that have been found to deliver oil fuel that does not comply with clause (a) of sub-paragraph 2 of this paragraph; and

(H) oil fuel delivered to and used on board ships shall not jeopardize the safety of ships or adversely affect the performance of the machinery or be harmful to personnel.

(b) arrangements for oil fuel: —

In a ship in which oil fuel is used, the arrangements for the storage, distribution and utilization of the oil fuel shall be such as to ensure the safety of the ship and persons on board and shall at least comply with the following provisions-

(i) location of oil fuel systems: As far as practicable, parts of the oil fuel system containing heated oil under pressure exceeding 0.18 [N/mm2] shall not be placed in a concealed position such that defects and leakage cannot readily be observed. The machinery spaces in way of such parts of the oil fuel system shall be adequately illuminated;

(ii) ventilation of machinery spaces: The ventilation of machinery spaces is to be sufficient under normal conditions to prevent accumulation of oil vapour;

(iii) oil fuel tanks: —

(A) fuel oil, lubrication oil and other flammable oils shall not be carried in forepeak tanks;

(B) as far as practicable, oil fuel tanks shall be part of the ship’s structure and shall be located outside machinery spaces of category A. Where oil fuel tanks, other than double bottom tanks, are necessarily located adjacent to or within machinery spaces of category A, at least one of their vertical sides is to be contiguous to the machinery space boundaries and they are preferably to have a common boundary with the double bottom tanks and the area of the tank boundary common with the machinery spaces shall be kept to a minimum. Where such tanks are situated within the boundaries of machinery spaces of category A they are not to contain oil fuel having a flashpoint of less than 60C. In general, the use of free-standing oil fuel tanks is to be avoided. When such tanks are employed their use is prohibited in category A machinery spaces. Where permitted, they shall be placed in an oil-tight spill tray of ample size having a suitable drainpipe leading to a suitably sized spill oil tank ;

(C) no oil fuel tank is to be situated where spillage or leakage therefrom can constitute a fire or explosion hazard by falling on heated surfaces ;

(D) oil fuel pipes, which, if damaged, would allow oil to escape from a storage, settling or daily service tank having a capacity of 500 or above situated above the double bottom, shall be fitted with a cock or valve directly on the tank capable of being closed from a safe position outside the space concerned in the event of a fire occurring in the space in which such tanks are situated. In the special case of deep tanks situated in any shaft or pipe tunnel or similar space, valves on the tank shall be fitted, but control in the event of fire may be effected by means of an additional valve on the pipe or pipes outside the tunnel or similar space. If such an additional valve is fitted in the machinery space it shall be operated from a position outside this space. The controls for remote operation of the valve for the emergency

generator fuel tank shall be in a separate location from the controls for remote operation of other valves for tanks located in machinery spaces;

(E) safe and efficient means of ascertaining the amount of oil fuel contained in any oil fuel tank shall be provided —

(I) where sounding pipes are used, they are not to terminate in any space where the risk of ignition of spillage from the sounding pipe might arise. In particular, they are not to terminate in passenger or crew spaces. As a general rule, they are not to terminate in machinery spaces. However, where The Director General considers that these latter requirements are impracticable, sounding pipes may be permitted to terminate in machinery spaces subject to following requirements being met:

(aa) an oil-level gauge is provided meeting the requirements in of item (F) of sub-clause (iii) of clause (b) of sub-paragraph(2) of paragraph 79 below:-

(ab) the sounding pipes terminate in locations remote from ignition hazards unless precautions are taken, such as the fitting of effective screens, to prevent the oil fuel in the case of spillage through the terminations of the sounding pipes from coming into contact with a source of ignition; and

(ac) the termination of sounding pipes are fitted with self-closing blanking devices and with a small-diameter self-closing control cock located below the blanking device for the purpose of ascertaining before the blanking device is opened that oil fuel is not present. Provisions shall be made so as to ensure that any spillage of oil fuel through the control cock involves no ignition hazard.

(F) other oil-level gauges may be used in place of sounding pipes subject to the following conditions in passenger ships, such gauges shall not require penetration below the top of the tank and their failure or overfilling of the tanks shall not permit release of fuel; and

(G) the means prescribed in above paragraphs which are acceptable to the Director-General shall be maintained in the proper condition to ensure their continued accurate functioning in service.

(iv) prevention of overpressure; — provisions shall be made to prevent overpressure in any oil tank or in any part of the oil fuel system, including the filling pipes served by pumps on board. Air and overflow pipes and relief valves shall be discharged to a position where there is no risk of fire or explosion from the emergence of oils and vapour and are not to lead into crew spaces, passenger spaces nor into special category spaces, closed Ro/Ro cargo spaces, machinery spaces or similar spaces;

(v) Oil fuel piping: —

(A) oil fuel pipes and their valves and fittings shall be of steel or other approved material, except that restricted use of flexible pipes are permissible in positions where The Director General, is satisfied that they are necessary. Such flexible pipes and end attachments shall be of approved fire-resisting materials of adequate strength and shall be constructed to the satisfaction of the Director-General, for valves, fitted to oil fuel tanks and which are under static pressure, steel or spheroidal-graphite cast iron may be accepted. However, ordinary cast iron valves may be used in piping systems where the design pressure is lower than seven bar and the design temperature is below 60C;

(B) external high-pressure fuel delivery lines between the high-pressure fuel pumps and fuel injectors shall be protected with a jacketed piping system capable of containing fuel from a high-pressure line failure. A jacketed pipe incorporates an outer pipe into which the high-pressure fuel pipe is placed, forming a permanent assembly. The jacketed piping system shall include a means for collection of leakages and arrangements and shall be provided with an alarm in case of a fuel line failure.

(C) oil fuel lines shall not be located immediately above or near units of high temperature including boilers, steam pipelines, exhaust manifolds, silencers or other equipment required to be insulated by subclause (vi) sub-paragraph (2) of As far as practicable, oil fuel lines shall be arranged far apart from hot surfaces, electrical installations or other sources of ignition and shall be screened or otherwise suitably protected to avoid oil spray or oil leakage onto the sources of ignition. The number of joints in such piping systems shall be kept to a minimum;

(D) components of a diesel engine fuel system shall be designed considering the maximum peak pressure which shall be experienced in service, including any high pressure pulses which are generated and transmitted back into the fuel supply and spill lines by the action of fuel injection pumps. Connections within the fuel supply and spill lines shall be constructed having regard to their ability to prevent pressurized oil fuel leaks while in service and after maintenance;

(E) in multi-engine installations which are supplied from the same fuel source, means of isolating the fuel supply and spill piping to individual engines, shall be provided. The means of isolation shall not affect the operation of the other engines and shall be operable from a position not rendered inaccessible by a fire on any of the engines;

(F) where the Director-General may permit the conveying of oil and combustible liquids through accommodation and service spaces, the pipes conveying oil or combustible liquids shall be of a material approved by the Director-General having regard to the fire risk.

(vi) protection of high temperature surfaces:-

(A) surfaces with temperatures above 220°C which may be impinged as a result of a fuel system failure shall be properly insulated;

(B) precautions shall be taken to prevent any oil that may escape under pressure from any pump, filter or heater from coming into contact with heated surfaces.

(i) the arrangements for the storage, distribution and utilization of oil used in pressure lubrication systems shall be such as to ensure the safety of the ship and people on board. The arrangements made in machinery spaces of category A, and whenever practicable in other machinery spaces, shall at least comply with the provisions of sub-clause(i),items( C)(D) and (E) of sub-clause (iii),sub-clause (iv), items (A) and (c) of sub-clause (v)and sub-clause (vi) of clause (b) of sub-paragraph (2) of paragraph 79 except that:-

(A) this does not preclude the use of sight-flow glasses in lubricating systems provided that they are shown by testing to have a suitable degree of fire resistance; and

(B) sounding pipes may be authorized in machinery spaces; however, the requirements of sub-items (aa) and (ac) of items (I) of sub-clause (b) of clause

(b) of sub-paragraph (2) of paragraph 79 need not be applied on condition that the sounding pipes are fitted with appropriate means of closure;

(ii) The provisions of item (D) of sub-clause (iii) of clause (b) of sub-paragraph 2 shall also apply to lubricating oil tanks except those having a capacity less than 500 l, storage tanks on which valves are closed during the normal operation mode of the ship, or where it is determined that an unintended operation of a quick closing valve on the oil lubricating tank would endanger the safe operation of the main propulsion and essential auxiliary machinery.

(d) arrangements for other flammable oils:-

the arrangements for the storage, distribution and utilization of other flammable oils employed under pressure in power transmission systems, control and activating systems and heating systems shall be such as to ensure the safety of the ship and persons onboard. Suitable oil collecting arrangements for leaks shall be fitted below hydraulic valves and comply with the provisions of item (C) and item (E) of sub-clause

(iii) of clause (b) of sub-paragraph (2), and item (C) of sub-clause (v) of clause (b) of sub-paragraph (2), sub-clause (vi) of clause (b) of sub-paragraph (2) of this paragraph and sub-clause (iv) and item (A) of sub-clause (v), of clause (b) of sub-paragraph (2) in respect of strength and construction.

(e) arrangements for oil fuel in periodically unattended machinery spaces, – in addition to the requirements of clause (a) to (d) of sub-paragraph of this paragraph, the oil fuel and lubricating oil systems in a periodically unattended machinery space shall comply with the following:

(i) where daily service oil fuel tanks are filled automatically, or by remote control, means shall be provided to prevent overflow spillages. Other equipment which treat flammable liquids automatically (e.g. oil fuel purifiers) which, whenever practicable, shall be installed in a special space reserved for purifiers and their heaters shall have arrangements to prevent overflow spillages; and

(ii) where daily service oil fuel tanks or settling tanks are fitted with heating arrangements, a high temperature alarm is to be provided if the flashpoint of the oil fuel can be exceeded.

(3) Arrangements for gaseous fuel for domestic purpose; gaseous fuel systems used for domestic purposes shall be approved by the Director-General, storage of gas bottles shall be located on the open deck or in a well-ventilated space, which opens only to the open deck.

(4) Miscellaneous items of ignition sources and ignitability: —

(a) electric radiators: if used shall be fixed in position and so constructed as to reduce fire risks to a minimum. No such radiators shall be fitted with an element so exposed that clothing, curtains, or other similar materials can be scorched or set on fire by heat from the element;

(b) waste receptacles:- shall be constructed of non-combustible materials with no openings in the sides or bottom;

(c) insulation surfaces protected against oil penetration,- in spaces where penetration of oil products is possible, the surface of insulation is to be impervious to oil or oil vapours.

(d) primary deck coverings, — if applied within accommodation and service spaces and control stations or if applied on cabin balconies of passenger ships constructed on or after the 01st July, 2008, shall be of an approved material which shall not readily ignite, or give rise to toxic or explosive hazards at elevated temperatures, this being determined in accordance with the fire test procedures code.

80. Fire Growth Potential. — (1) The purpose of this rule is to limit the fire growth potential in every space of the ship. For this purpose, the following functional requirements shall be met:-

(a) means of control for the air supply to space shall be provided;

(b) means of control for flammable liquids in space shall be provided; and

(2) Control of air supply and flammable liquid to the space –

(a) closing appliances and stopping devices of ventilation –

(i) the main inlets and outlets of all ventilation system shall be capable of being closed from outside the spaces being ventilated. The means of closing shall be easily accessible as well as prominently and permanently marked and shall indicate whether the shut-off is open or closed;

(ii) power ventilation of accommodation spaces, service spaces, cargo spaces, control stations and machinery spaces shall be capable of being stopped from an easily accessible position outside the space being served. This position shall not be readily cut off in the event of a fire in the spaces served;

(iii) in passenger ships carrying more than 36 passengers, power ventilation, except machinery space and cargo space ventilation and any alternative system which may be required under sub-paragraph (2) of paragraph of 83 is to be fitted with controls so grouped that all fans may be stopped from either of two separate positions which shall be situated as far apart as practicable. Fans serving power ventilation systems to cargo spaces shall be capable of being stopped from a safe position outside such spaces.

(b) means of control in machinery spaces –

(i) means of control shall be provided for opening and closure of skylights, and closure of openings in funnels which normally allow exhaust ventilation and closure of ventilator dampers.

(ii) means of control shall be provided for stopping ventilating fans. Controls provided for the power ventilation serving machinery spaces shall be grouped so as to be operable from two positions, one of which shall be outside such spaces. The means provided for stopping the power ventilation of the machinery spaces shall be entirely separate from the means provided for stopping ventilation of other spaces.

(iii) means of control shall be provided for stopping forced and induced draught fans, oil fuel transfer pumps, oil fuel unit pumps, lubricating oil service pumps, thermal oil

circulating pumps and oil separators (purifiers). However, sub-clause (iv) and (v) of clause (b) of sub-paragraph (2) need not apply to oily water separators.

(iv) the controls required in sub-clause (i) and (iii) of clause (b) of sub-paragraph (2) of paragraph 80 and in of item (D) of sub clause (iii) of clause (b) of sub-paragraph (2) of paragraph 79 shall be located outside the space concerned so they shall not be cut off in the event of fire in the space they serve.

(v) in passenger ships, the controls required in sub-clause (i) and (iv) of clause (b) of sub-paragraph 2 of paragraph 80 and in clause (iii) of sub paragraph (3) of paragraph 83 and sub- clause (d) of sub-paragraph (5) of paragraph 84 the controls for any required fire-extinguishing system shall be situated at one control position or grouped in as few positions as possible to the satisfaction of The Director General. Such positions shall have safe access from the open deck

(i) for periodically unattended machinery spaces, special consideration shall be given to maintaining the fire integrity of the machinery spaces, the location and centralization of the fire-extinguishing system controls, the required shutdown arrangements (e.g. ventilation, fuel pumps, etc.) and that additional fire-extinguishing appliances and other fire-fighting equipment and breathing apparatus may be required;

(ii) in passenger ships, these requirements shall be at least equivalent to those of machinery spaces normally attended.

(3) Fire protection materials: —

(a) Use of non-combustible materials: —

(i) insulating materials: shall be non-combustible, except in cargo spaces, mail rooms, baggage rooms and refrigerated compartments of service spaces. Vapour barriers and adhesives used in conjunction with insulation, as well as the insulation of pipe fittings for cold service systems, need not be of non-combustible materials, but they shall be kept to the minimum quantity practicable, and their exposed surfaces shall have low flame-spread characteristics.

(ii) ceilings and linings:- all linings, grounds, draught stops and ceilings shall be of non-combustible material in the following under mentioned spaces except in mailrooms, baggage rooms, saunas, open deck areas not constituting embarkation area or muster station and refrigerated compartments of service spaces;

(iii) partial bulkheads and decks in passenger ships-

(A) partial bulkheads or decks used to subdivide a space for utility or artistic treatment are also to be of non-combustible materials;

(B) linings, ceilings and partial bulkheads or decks used to screen or to separate adjacent cabin balconies shall be of non-combustible materials. Cabin balconies on passenger ships constructed before the 1st July, 2008 shall comply with the requirements of this paragraph by the first survey after the 1st July, 2008.

(b) use of combustible materials: —

(i) general:- “A”, “B” or “C” class divisions in accommodation and services spaces and cabin balconies which are faced with combustible materials, facings, mouldings, decorations and veneers shall comply with the provisions of sub-clause(ii) and (iv) of clause (b) of sub-paragraph (3) of paragraph 80 and paragraph 81. However, traditional wooden benches and wooden linings on bulkheads and ceilings are permitted in saunas and such materials need not be subject to the calculations prescribed in sub-clause(ii) and (iii) of clause (b) of sub-paragraph (3) of paragraph

80. However, the provisions of sub-clause (ii) of clause (b) of sub-paragraph (3) need not be applied to cabin balconies;

(ii) maximum calorific value of combustible materials; combustible materials used on the surfaces and linings specified in the sub-clause(ii) and (iv) of clause (b) of sub-paragraph (3) of paragraph 80 and paragraph 81 shall have a calorific value not exceeding 45 [MJ/m2] of the area for the thickness used. The requirements of this paragraph are not applicable to the surfaces of furniture fixed to linings or bulkheads.

(iii) total volume of combustible materials

Where combustible materials are used in accordance with the of clause (b) of sub-paragraph 3 of this paragraph , they shall comply with the following requirements –

(A) the total volume of combustible facings mouldings, decorations and veneers in accommodation and service spaces are not to exceed a volume equivalent to

2.5 [mm] veneer on the combined area of the walls and ceiling linings. Furniture fixed to linings, bulkheads or decks need not be included in the calculation of the total volume of combustible materials; and

(B) in the case of ships fitted with an automatic sprinkler system complying with the provisions of this Schedule, the above volume may include some combustible material used for erection of “C” class divisions.

(iv) low flame-spread characteristics of exposed surfaces; the following surfaces shall have low flame-spread characteristics in accordance with the fire test procedures code-

(A) exposed surfaces in corridors and stairway enclosures and of bulkhead and ceiling linings in accommodation and service spaces (except saunas) and control stations; and

(B) surfaces and grounds in concealed or inaccessible spaces in accommodation and service spaces and control stations;

(c) furniture in stairway enclosures: shall be limited to seating. It is to be fixed, limited to six seats on each deck in each stairway enclosure, be of restricted fire risk determined in accordance with the Fire Test Procedure Code, and is not to restrict the passenger escape route. Additional seating may be permitted in the main reception area within a stairway enclosure if it is fixed, non-combustible and does not restrict the passenger escape route. Furniture shall not be fixed in passenger and crew corridors forming escape routes in cabin areas. In addition to the above, lockers of non-combustible material, providing storage for non-hazardous safety equipment required by these rules, may be permitted. Drinking water dispensers and ice cube machines may be fixed in

corridors provided they are fixed and do not restrict the width of the escape routes. This applies as well to decorative flower or plant arrangements, statues or other objects of art such as paintings and tapestries in corridors and stairways;

(d) furniture and furnishings on cabin balconies of passenger ships shall comply with sub-rule (76) of Rule 3 unless such balconies are protected by a fixed pressure water-spraying and fixed fire detection and fire alarm systems complying with clause (e) of sub-paragraph (5) of paragraph 82 and clause (3) of sub-paragraph (6) of paragraph 85 Passenger ships constructed before the 1st July, 2008 shall comply with the requirements of this paragraph by the first survey after the 1 July, 2008.

81. Smoke Generation Potential and Toxicity.- (1) The purpose of this paragraphis to reduce the hazard to life from smoke and toxic products generated during a fire in spaces where persons normally work or live. For this purpose, the quantity of smoke and toxic products released from combustible materials, including surface finishes, during fire shall be limited.

(2) To be as per following-

(a) paints, varnishes and other finishes: —

paints, varnishes and other finishes used on exposed interior surfaces are not be capable of producing excessive quantities of smoke and toxic products, this being determined in accordance with the fire test procedures code;

(b) on passenger ships constructed on or after the 1st July, 2008, paints, varnishes and other finishes used on exposed surfaces of cabin balconies, excluding natural hard wood decking systems, shall not be capable of producing excessive quantities of smoke and toxic products, this being determined in accordance with the fire test procedures code;

(3) Primary deck coverings:

(a) if applied within accommodation and service spaces and control stations, shall be of approved material which shall not give rise to smoke or toxic or explosive hazards at elevated temperatures, this being determined in accordance with the Fire Test Procedures Code.

(b) on passenger ships constructed on or after the 1st July, 2008, primary deck coverings on cabin balconies shall not give rise to smoke, toxic or explosive hazards at elevated temperatures, this being determined in accordance with the fire test procedures code.

CHAPTER-XII SUPPRESSION OF FIRE

82. Detection and Alarm – (1) The purpose of this paragraphis to detect a fire in the space of origin and to provide alarm for safe escape and fire-fighting activity. For this purpose, the following functional requirements shall be met:-

(a) fixed fire detection and fire alarm system installations shall be suitable for the nature of the space, fire growth potential and potential generation of smoke and gases;

(b) manually operated call points shall be placed effectively to ensure a readily accessible means of notification; and

(c) fire patrols shall provide an effective means of detecting and locating fires and alerting the navigation bridge and fire teams.

(2) General requirements: —

(a) a fixed fire detection and fire alarm system is to be provided in accordance with the provisions of this rule;

(b) a fixed fire detection and fire alarm system and a sample extraction smoke detection system required in this rule and other regulations in this part shall be of an approved type and comply with the fire safety systems code;

(c) a fixed fire detection and fire alarm system and a sample extraction smoke detection system required in this rule and other regulations in this part shall be of an approved type and comply with the fire safety systems code.

(d) a fixed fire detection and fire alarm system for passenger ships shall be capable of remotely and individually identifying each detector and manually operated call point.

(3) Initial and periodical tests: —

(a) the function of fixed fire detection and fire alarm systems required by the relevant sections of this part shall be tested under varying conditions of ventilation after installation;

(b) the function of fixed fire detection and fire alarm systems is to be periodically tested to the satisfaction of the Director-General, by means of equipment producing hot air at the appropriate temperature, or smoke or aerosol particles having the appropriate range of density or particle size, or other characteristics associated with incipient fires to which the detector is designed to respond.

(4) Protection of machinery spaces:-

(a) installation: — a fixed fire detection and fire alarm system is to be installed in:-

(i) periodically unattended machinery spaces; and

(ii) machinery spaces where:

(A) the installation of automatic and remote control systems and equipment has been approved in lieu of continuous manning of the space; and

(B) the main propulsion and associated machinery, including sources of the main sources of electrical power are provided with various degrees of automatic or remote control and are under continuous manned supervision from a control room.

(b) design: — The fire detection system is to be designed, and the detectors so positioned as to detect rapidly the onset of fire in any part of those spaces and under any normal conditions of operation of the machinery and variations of ventilation as required by the possible range of ambient temperatures. Except in spaces of restricted height and where their use is specially appropriate, detection systems using only thermal detectors shall not be permitted. The detection system is to initiate audible and visual alarms distinct in both respects from the alarms of any other system not indicating fire, in sufficient places to ensure that the alarms are heard and observed on the navigating bridge and by a responsible engineer officer. When the navigating bridge is unmanned, the alarm is to sound in a place where a responsible member of the crew is on duty.

(5) Protection of accommodation and service spaces and control stations. —

(a) smoke detectors in accommodation spaces:- shall be installed in all stairways, corridors and escape routes within accommodation spaces as provided in clause (b),

(c) and (d) of sub-paragraph (5) Consideration shall be given to the installation of special purpose smoke detectors within ventilation ducting.

(b) requirements for passenger ships carrying more than 36 passengers: – a fixed fire detection and fire alarm system is to be installed and arranged as to provide smoke detection in service spaces, control stations and accommodation spaces, including corridors, stairways and escape routes within accommodation spaces. Smoke detectors need not be fitted in private bathrooms and galleys. Spaces having little or no fire risk such as voids, public toilets, carbon dioxide rooms and similar spaces need not be fitted with a fixed fire detection and alarm system.

(c) requirements for passenger ships carrying not more than 36 passengers:- there is to be installed throughout each separate zone, whether vertical or horizontal, in all accommodation and service spaces and where it is considered necessary by the Director-General, in control stations, except spaces which afford no substantial fire risk such as void spaces, sanitary spaces, etc., either:

(i) a fixed fire detection and fire alarm system so installed and arranged as to detect the presence of fire in such spaces and providing smoke detection in corridors, stairways and escape routes within accommodation spaces; or

(ii) an automatic sprinkler, fire detection and fire alarm system of an approved type complying with the relevant requirements of this Schedule and so installed and arranged as to protect such spaces and, in addition, a fixed fire detection and fire alarm system and so installed and arranged as to provide smoke detection in corridors, stairways and escape routes within accommodation spaces.

(d) Protection of atriums: the entire main vertical zone containing the atrium is to be protected throughout with a smoke detection system.

(e) protection of cabin balconies: – a fixed fire detection and fire alarm system complying with the provisions of the Fire Safety Systems Code shall be installed on cabin balconies of ships to which clause of clause (d) of sub-paragraph (3) of paragraph 80 applies, when furniture and furnishings on such balconies are not as defined in sub-rule (76) of rule 3 .

(f) protection of cargo spaces:- a fixed fire detection and fire alarm system or a sample extraction smoke detection system shall be provided in any cargo space which, in the opinion of The Director General, is not accessible, except where it is shown to the satisfaction of The Director General that the ship is engaged on voyages of such short duration that it would be unreasonable to apply this requirement.

(g) manually operated call points – manual call points shall be installed throughout the accommodation spaces, service spaces and control stations. One manual call point is to be located at each exit. Manual call points shall be readily accessible in the corridors of each deck such that no part of the corridor is more than 20 [m] from a manual call point.

(h) fire patrols —

(i) for ships carrying more than 36 passengers an efficient patrol system is to be maintained so that an outbreak of fire may be promptly detected. Each member of the fire patrol is to be trained to be familiar with the arrangements of the ship as well as the location and operation of any equipment he may be called upon to use.

(ii) inspection hatches.- The construction of ceiling and bulkheads is to be such that it shall be possible, without impairing the efficiency of the fire protection, for the fire patrols to detect any smoke originating in concealed and inaccessible places, except where there is no risk of fire originating in such places.

(iii) two-way portable radiotelephone apparatus.- each member of the fire patrol is to be provided with a two-way portable radiotelephone apparatus

(i) fire alarm signaling systems: –

(i) ships are at all times when at sea, or in port (except when out of service), to be so manned or equipped as to ensure that any initial fire alarm is immediately received by a responsible member of the crew;

(ii) the control panel of fixed fire detection and fire alarm systems is to be designed on the fail-safe principle (e.g. an open detector circuit is to cause an alarm condition);

(iii) ships carrying more than 36 passengers shall have fire detection alarms for the systems required by clause (b) of sub-paragraph (5) of paragraph 82 centralised in a continuously manned central control station. In addition, controls for remote closing of the fire doors and shutting down the ventilation fans shall be centralized in the same location. The ventilation fans shall be capable of reactivation by the crew at the continuously manned control station. The control panels in the central control station shall be capable of indicating open or closed positions of fire doors and closed or off status of the detectors, alarms and fans. The control panels shall be continuously powered and shall have an automatic change-over to standby power supply in case of loss of normal power supply. The control panels shall be powered from the main source of electrical power and the emergency source of electrical power as per paragraph 56 unless other arrangements are permitted by applicable requirements.

(iv) a special alarm, operated from the navigation bridge or fire control station, is to be fitted to summon the crew. This alarm may be part of the ship’s general alarm system and is to be capable of being sounded independently of the alarm to the passenger spaces.

83. Control of Smoke Spread: — (1)The purpose of this rule is to control the spread of smoke in order to minimize the hazards from smoke. For this purpose, means for controlling smoke in atriums, control stations, machinery spaces and concealed spaces shall be provided.

(2) Protection of control stations outside machinery spaces: — shall be taken for control stations outside machinery spaces in order to ensure that ventilation, visibility and freedom from smoke are maintained so that, in the event of fire, the machinery and equipment contained therein may be supervised and continue to function effectively. Alternative and separate means of air supply shall be provided and air inlets of the two sources of supply shall be so disposed that the risk of both inlets drawing in smoke simultaneously is minimized. At the discretion of The Director General, such requirements need not apply to control stations situated on, and opening on to, an open deck or where local closing arrangements would be equally effective.

(3) Release of smoke from machinery spaces. —

(i) the following requirements are applicable to machinery spaces of category A and, where The Director General considers desirable, to other machinery spaces.

(ii) suitable arrangements shall be made to permit the release of smoke, in the event of fire, from space to be protected, subject to the provisions of clause (b) of sub-paragraph (5) of paragraph 84. Normal ventilation systems may be acceptable for this purpose.

(iii) means of control shall be provided for permitting the release of smoke and such controls shall be located outside the space concerned so that, in the event of fire, they shall not be cut off from the space they serve.

(iv) the controls required by clause (iii) of sub-paragraph 3 shall be situated at one control position or grouped in as few positions as possible to the satisfaction of The Director General. Such positions shall have a safe access from the open deck.

(4) Draught stops. — air spaces enclosed behind ceilings, paneling or linings shall be divided by close-fitting draught stops spaced not more than 14 [m] apart. In the vertical direction, such enclosed air spaces, including those behind linings of stairways, trunks, etc., shall be closed at each deck.

(5) Smoke extraction systems in atriums,shall be equipped with a smoke extraction system. The smoke extraction system is to be activated by the required smoke detection system and be capable of manual control. The fans shall be sized such that the entire volume within space can be exhausted in 10 min or less.

84. Containment of Fire.- (1)The purpose of this rule is to contain a fire in the space of origin. For this purpose, the following functional requirements shall be met :

(a) the ship is to be subdivided by thermal and structural boundaries;

(b) thermal insulation of boundaries shall have due regard to the fire risk of the space and adjacent spaces; and

(2) Thermal and structural boundaries —

(a) thermal and structural sub-division ships of all types shall be subdivided into spaces by thermal and structural divisions having regard to the fire risks of the space.

(b) for passenger ships of type I to VI-

(i) main vertical zones and horizontal zones:-

(A) as follows:

(I) in ships carrying more than 36 passengers, the hull, superstructure and deckhouses shall be subdivided into main vertical zones by “A-60” class divisions. Steps and recesses shall be kept to a minimum, but where they are necessary, they shall also be “A-60” class divisions. Where a categories (5),

(9) or (10) space defined in sub item (ii) of item (B) of sub clause (iii) of clause

(b) sub-paragraph (2) of paragraph 84 is on one side or where fuel oil tanks are on both sides of the division the standard may be reduced to “A-0”.

(II) In ships carrying not more than 36 passengers, the hull, superstructure and deckhouses in way of accommodation and service spaces shall be subdivided into main vertical zones by “A” class divisions. These divisions shall have insulation values in accordance with tables in sub-clause (iv) of clause (b) of sub- paragraph (2) of paragraph 84.

(B) as far as practicable, the bulkheads forming the boundaries of the main vertical zones above the bulkhead deck shall be in line with watertight subdivision bulkheads situated immediately below the bulkhead deck. The length and width of main vertical zones may be extended to a maximum of 48 m in order to bring the ends of main vertical zones to coincide with watertight subdivision bulkheads or in order to accommodate a large public space extending for the whole length of the main vertical zone. The total area of the main vertical zone however, shall not be greater than 1600 [m2] on any deck. The length and width of a main vertical zone is to be taken as the maximum distance between the furthermost points of the bulkheads bounding it;

(D) where a main vertical zone is subdivided by horizontal “A” class divisions into horizontal zones for the purpose of providing an appropriate barrier between a zone with sprinklers and a zone without sprinklers, 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 4;

(E) on ships designed for special purposes, such as automobile or railroad car ferries, where the provision of main vertical zone bulkheads would defeat the purpose for which the ship is intended, equivalent means for controlling and limiting a fire shall be specially considered. Service spaces and ship stores shall not be located on Ro/Ro decks unless protected in accordance with the applicable requirements;

(F) however, in a ship with special category spaces, such spaces shall comply with the applicable provisions of regulation 20 of International Convention for the Safety of Life at Sea and where such compliance would be inconsistent with

other requirements for passenger ships specified in this Chapter, the requirements of regulation 20 of International Convention for the Safety of Life at Seashall prevail.

(ii) bulkheads within a main vertical zone:

(A) for ships carrying more than 36 passengers, bulkheads which are not required to be “A” class divisions shall be at least “B” class or “C” class divisions as prescribed in the Tables sub-clause (iii) of clause (b) of sub-paragraph (2) of paragraph 84;

(B) for ships carrying not more than 36 passengers, bulkheads within accommodation and service spaces which are not required to be “A” class divisions shall be at least “B” class or “C” class divisions as prescribed in the Tables sub-clause (iv) of clause (b) of sub-paragraph (2) of paragraph 84 In addition, corridor bulkheads, where not required to be “A” class shall be “B” class divisions which shall extend from deck to deck except:-

(I) when continuous “B” class ceilings or linings are fitted on both sides of the bulkhead, the portion of the bulkhead behind the continuous ceiling or lining is to be of material which, in thickness and composition, is acceptable in the construction of “B” class divisions, but which shall be required to meet “B” class integrity standards only in so far as is reasonable and practicable; and

(II) in the case of a ship protected by an automatic sprinkler system complying with the provisions of this Schedule, the corridor bulkheads may terminate at a ceiling in the corridor provided such bulkheads and ceilings are of “B” class standard in compliance with sub-clause (iv) of clause (b) of sub-paragraph

(2). All doors and frames in such bulkheads shall be of non-combustible materials and shall have the same fire integrity as the bulkhead in which they are fitted.

(C) bulkheads required to be “B” class divisions, except corridor bulkheads as prescribed in sub paragraph (ii) of this paragraph, shall extend from deck to deck and to the shell or other boundaries. However, where a continuous “B” class ceiling or lining is fitted on both sides of a bulkhead which is at least of the same fire resistance as the adjoining bulkhead, the bulkhead may terminate at the continuous ceiling or lining.

(iii) fire integrity of bulkheads and decks in ships carrying more than 36 passengers:

(A) in addition to complying with the specific provisions for fire integrity of bulkheads and decks, the minimum fire integrity of all bulkheads and decks shall be as prescribed in Tables I and II. Where, due to any particular structural arrangements in the ship, difficulty is experienced in determining from the tables the minimum fire integrity value of any division, such values shall be determined to the satisfaction of The Director General; and

(B) the following requirements govern application of the Tables:-

(I) Table I shall apply to bulkheads not bounding either main vertical zones or horizontal zones. Table II shall apply to decks not forming steps in main vertical zones nor bounding horizontal zones;

(II) for determining the appropriate fire integrity 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 is a doubt as to its classification for the purpose of this paragraph, or where it is possible to assign two or more classifications to a space, it is to be treated as a space within the relevant category having the most stringent boundary requirements. Smaller, enclosed rooms within a space that have less than 30% communicating openings to that space are considered separate spaces. The fire integrity of the boundary bulkheads and decks of such smaller rooms is to be as prescribed in Tables I and II. The title of each category is intended to be typical rather than restrictive. The number in parentheses preceding each category refers to the applicable column or row in the Tables.

(1) Control stations —

Spaces containing emergency sources of power and lighting.

Wheelhouse and chartroom.

Spaces containing the ship’s radio equipment. Fire control stations

Control room for propulsion machinery when located outside the propulsion machinery space.

Spaces containing centralized fire alarm equipment.

Spaces containing centralized emergency public address system stations and equipment.

(2) Stairways —

Interior stairways, lifts, totally enclosed emergency escape trunks, and escalators (other

than those wholly contained within the machinery spaces) for passengers and crew and enclosures thereto.

In this connection 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.

(3) Corridors: — passenger and crew corridors and lobbies

(4) Evacuation stations and external escape routes —

Survival craft stowage area.

Open deck spaces and enclosed promenades forming lifeboat and life raft embarkation and lowering stations.

Assembly stations, internal and external.

External stairs and open decks are used for escape routes.

The ship’s side to the waterline in the lightest seagoing condition, superstructure and deckhouse sides situated below and adjacent to the life raft and evacuation slide embarkation areas.

(5) Open deck spaces and enclosed promenades clear of lifeboat and life raft embarkation and lowering stations. To be considered in this category, enclosed promenades shall have no significant fire risk, meaning that furnishings shall be restricted to deck furniture. In addition, such spaces shall be naturally ventilated by permanent openings.

Air spaces (the space outside superstructures and deckhouses).

(6) Accommodation spaces of minor fire risk –

Cabins containing furniture and furnishings of restricted fire risk.

Offices and dispensaries 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 [m2].

(7) Accommodation spaces of moderate fire risk —

Spaces as in category (6) above 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 [m2] or more.

Isolated lockers and small store-rooms in accommodation spaces having areas less than 4 [m2] (in which flammable liquids are not stowed).

Motion picture projection and film stowage rooms. Diet kitchens (containing no open flame).

Cleaning gear lockers (in which flammable liquids are not stowed).

Laboratories (in which flammable liquids are not stowed). Pharmacies.

Small drying rooms (having a deck area of 4 [m2] or less). Specie rooms.

Operating rooms.

(8) Accommodation spaces of greater fire risk —

Public spaces containing furniture and furnishings of other than restricted fire risk and having a deck area of 50 [m2] or more.

Barber shops and beauty parlours. Saunas.

(9) Sanitary and similar spaces —

Communal sanitary facilities, showers, baths, water closets, etc.

Small laundry rooms. Indoor swimming pool area.

Isolated pantries containing no cooking appliances in accommodation spaces.

Private sanitary facilities shall be considered a portion of the space in which they are located.

(10) Tanks, voids and auxiliary machinery spaces having little or no fire risk —

Water tanks forming part of the ship’s structure. Voids and cofferdams.

Auxiliary machinery spaces which do not contain machinery having a pressure lubrication system and where storage of combustibles is prohibited, such as:

– ventilation and air-conditioning rooms;

– windlass room;

– steering gear room;

– stabilizer equipment room;

– electrical propulsion motor room;

– rooms containing section switchboards and purely electrical equipment other than oil-filled electrical transformers (above 10 kVA);

– shaft alleys and pipe tunnels;

– spaces for pumps and refrigeration machinery (not handling or using flammable liquids).

Closed trunks serving the spaces listed above. Other closed trunks such as pipe and cable trunks.

(11) Auxiliary machinery spaces, cargo spaces, cargo and other oil tanks and other similar spaces of moderate fire risk —

Cargo oil tanks.

Cargo holds, trunk ways and hatchways. Refrigerated chambers.

Oil fuel tanks (where installed in a separate space with no machinery). Shaft alleys and pipe tunnels allowing storage of combustibles.

Auxiliary machinery spaces as in category (10) which contain machinery having a

pressure lubrication 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 110 kW driving generators, sprinkler, drencher or fire pumps, bilge pumps, etc.

Closed trunks serving the spaces listed above.

(12) Machinery spaces and main galleys —

Main propulsion 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.

Main galleys and annexes.

Trunks and casings to the spaces listed above.

(13) Storerooms, workshops, pantries, etc. —

Main pantries not annexed to galleys. Main laundry.

Large drying rooms (having a deck area of more than 4 [m2]) Miscellaneous stores.

Mail and baggage rooms. Garbage rooms.

Workshops (not part of machinery spaces, galleys, etc.).

Lockers and storerooms having areas greater than 4 [m2], other than those spaces that have provisions for the storage of flammable liquids.

(14) Other spaces in which flammable liquids are stowed –

Paint lockers.

Storerooms containing flammable liquids (including dyes, medicines, etc.). Laboratories (in which flammable liquids are stowed);

(III) where a single value is shown for the fire integrity of a boundary between two spaces, that value shall apply in all cases;

(IV) notwithstanding the provision of sub-item (ii) of sub-clause (F) of clause (b) of sub-paragraph (2) paragraph 84, there are no special requirements for material or integrity of boundaries where only a dash appears in the tables, and

(V) in respect of category (5) spaces the insulation values in Table I apply to ends of deckhouses and superstructures, and the insulation values in Table II apply to weather decks. In no case shall the requirements of Category (5) of Table I or II necessitate enclosure of spaces, which need not be enclosed.

(C) 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.

(D) construction and arrangement of saunas: —

(I) the perimeter of the sauna is to be of “A” class boundaries and may include changing rooms, showers and toilets. The sauna is to be insulated to A-60 standard against other spaces except those inside of the perimeter and spaces of categories (5), (9) and (10);

(II) bathrooms with direct access to saunas may be considered as part of them. In such cases, the door between sauna and the bathroom need not comply with fire safety requirements;

(III) the traditional wooden lining on the bulkheads and ceiling are permitted in the sauna. The ceiling above the oven is to be lined with a non-combustible plate with an air gap of at least 30 [mm]. The distance from the hot surfaces to combustible materials shall be at least 500 [mm] or the combustible materials shall be protected (e.g. non-combustible plate with an air gap of at least 30 mm;

(iv) the traditional wooden benches are permitted to be used in the sauna;

(v) the sauna door is to open outwards by pushing;

(vi) electrically heated ovens shall be provided with a timer; and

(E) arrangement of cabin balconies,

Non-load bearing partial bulkheads which separate adjacent cabin balconies shall be capable of being opened by the crew from each side for the purpose of fighting fires.

Table 1: Bulkheads not bounding either main vertical zones or horizontal zones (Ships with more than 36 passengers)

Spaces

(1)

(2)

(3)

(4)

(5)

(6)

(7)

(8)

(9)

(10)

(11)

(12)

(13)

(14)

Control stations (1) B-0a A-0 A-0 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-0a

A-0

A-15

A-0c

A-0

A-15

A-30

A-15

A-30

Corridors (3) B-15 A-60 A-0 B-15 B-15 B-15 B-15 A-0 A-15 A-30 A-0 A-30

Evacuation stations and external escape routes

(4)

A-0

A-60b,d

A-0d

A-0

A-60b

Open deck spaces

(5)

A-0

Accommodation spaces of minor fire risk

(6)

B-0

A-0

A-30

A-0

A-30

Accommodation spaces of moderate fire risk

(7)

B-0

A-0

A-15

A-60

A-15

A-60

Accommodation spaces of greater fire risk

(8)

B-0

A-0

A-30

A-60

A-15

A-60

Sanitary and similar spaces

(9)

A-0

Tanks, voids and auxiliary machinery spaces having little or no fire risk

(10)

A-0a

A-0

Auxiliary machinery spaces, cargo spaces, cargo and

other oil tanks and other similar spaces of moderate fire(11) risk

A-0a

A-0

A-15

Machinery spaces and main galleys

(12)

A-0a

A-0

A-60

Store-rooms, workshops, pantries, etc.

(13)

A-0a

A-0

Other spaces in which flammable liquids are stowed (14) A-30

See notes following Table 2.

Table II : Decks not forming steps in main vertical zones nor bounding horizontal zones (Ships with more than 36 passengers)

Space

(1)

(2)

(3)

(4)

(5)

(6)

(7)

(8)

(9)

(10)

(11)

(12)

(13)

(14)

Control stations

(1)

A-30

A-15

A-0

A-15

A-30

A-0

A-60

A-0

A-60

Stairways (2) A-0 A-0 A-0 A-0 A-0 A-0 A-0 A-0 A-0 A-0 A-0 A-30 A-0 A-30

Corridors

(3)

A-15

A-0

A-0a

A-60

A-0

A-15

A-0

A-30

A-0

A-30

Evacuation stations and external escape routes

(4)

A-0

–

A-0

Open deck spaces

(5)

A-0

–

A-0

Accommodation spaces of minor fire risk (6) A-60 A-15 A-0 A-60 A-0 A-0 A-0 A-0 A-0 A-0 A-0 A-0 A-0 A-0

Accommodation spaces of moderate fire risk

(7)

A-60

A-15

A-60

A-0

A-15

A-0

Accommodation spaces of greater fire risk

(8)

A-60

A-15

A-60

A-0

A-15

A-30

A-0

Sanitary and similar spaces

(9)

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-0a 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-0

A-15

A-30

A-0

A-0a

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-30 A-30a A-0 A-60

Store-rooms, workshops, pantries, etc. (13) A-60 A-30 A-15 A-60 A-0 A-15 A-30 A-30 A-0 A-0 A-0 A-0 A-0 A-0

Other spaces in which flammable liquids are stowed

(14)

A-60

A-0

A-30

A-60

A-0

(iv) fire integrity of bulkheads and decks in ships carrying not more than 36 passengers:

(A) in addition to complying with the specific provisions for fire integrity of bulkheads and decks, the minimum fire integrity of bulkheads and decks shall be as prescribed in Tables 1 and 2;and

(B) the following requirements govern application of the tables –

(I) Tables 3 and 4 shall apply respectively to the bulkheads and decks separating adjacent spaces;

(II) for determining the appropriate fire integrity standards to be applied to divisions between adjacent spaces, such spaces are classified according to their fire risk as shown in categories (1) to (11) below. Where the contents and use of a space are such that there is a doubt as to its classification for the purpose of this paragraph, or where it is possible to assign two or more classifications to a space, it is to be treated as a space within the relevant category having the most stringent boundary requirements. Smaller, enclosed rooms within a space that have less than 30 % communicating openings to that space are considered separate spaces. The fire integrity of the boundary bulkheads and decks of such smaller rooms shall be as prescribed in Tables III and IV. The title of each category is intended to be typical rather than restrictive. The number in parentheses preceding each category refers to the applicable column or row in the tables.

(1) Control stations —

(A) Spaces containing emergency sources of power and lighting.

(B) Wheelhouse and chartroom.

(D) Fire control stations.

(E) Control room for propulsion machinery when located outside the machinery space.

(F) Spaces containing centralized fire alarm equipment.

(2) Corridors —

Passenger and crew corridors and lobbies.

(3) Accommodation spaces —

Spaces as defined in sub-rule (2) of rule 3, excluding corridors.

(4) Stairways —

Interior stairways, lifts, totally enclosed emergency escape trunks, and escalators (other than those wholly contained within the machinery spaces) and enclosures thereto.

In this connection, a stairway which is enclosed only at one level is to be regarded as part of the space from which it is not separated by a fire door.

(5) Service spaces (low risk) –

Lockers and store-rooms not having provisions for the storage of flammable liquids and having areas less than 4 [m2] and drying rooms and laundries.

(6) Machinery spaces of category A –

Spaces as defined in sub-rule (50) of rule 3.

(7) Other machinery spaces –

Electrical equipment rooms (auto-telephone exchange, air-conditioning duct spaces). Spaces as defined in sub-rule (101) of rule 3 excluding machinery spaces of category A.

(8) Cargo spaces –

All spaces used for cargo (including cargo oil tanks) and trunk ways and hatchways to such spaces, other than special category spaces.

(9) Service spaces (high risk) –

Galleys, pantries containing cooking appliances, paint and lamp rooms, lockers and store-rooms having areas of 4 [m2] or more, spaces for the storage of flammable liquids, saunas and workshops other than those forming part of the machinery spaces.

10) Open decks —

Open deck spaces and enclosed promenades having little or no fire risk. Enclosed promenades shall have no significant fire risk, meaning that furnishing shall be restricted to deck furniture. In addition, such spaces shall be naturally ventilated by permanent openings. Air spaces (the space outside superstructures and deckhouses).

(11) Special category and Ro/Ro spaces —

Spaces as defined in sub-rule (78) and (83) of rule 3.

(III) in determining the applicable fire integrity standard of a boundary between two spaces within a main vertical zone or horizontal zone which is not protected by an automatic sprinkler system complying with the provisions of this Schedule or between such zones neither of which is so protected, the higher of the two values given in the tables shall apply; and

(IV) in determining the applicable fire integrity standard of a boundary between two spaces within a main vertical zone or horizontal zone which is protected by an automatic sprinkler system complying with the provisions of Schedule or between such zones both of which are so protected, the lesser of the two values given in the tables shall apply. Where a zone with sprinklers and a zone without sprinklers meet within accommodation and service spaces, the higher of the two values given in the tables shall apply to the division between the zones.

(C) 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.

(D) external boundaries, which are required in 5.2 to be of steel or other equivalent material, may be pierced for the fitting of windows and side scuttles provided that there is no requirement for such boundaries to have “A” class integrity. Similarly, in such boundaries, which are not required to have “A” class integrity, doors may be constructed of materials which are to the satisfaction of The Director General.

(E) Saunas shall comply with items (D) of sub-clause (iii) of clause (b) of sub-paragraph (2) of paragraph 84.

TABLE – 3

Fire integrity of bulkheads separating adjacent spaces

Spaces (1) (2) (3) (4) (5) (6) (7) (8) (9) (10) (11)

Control stations (1) A-

0c A-0 A-60 A-0 A-15 A-60 A-15 A-60 A-60 * A-60

Corridors (2) Ce B-0e A-0a B-0e B-0e A-60 A-0 A-0 A-15 A-0d * A-30g

Accommodation spaces (3) Ce A-0a B-0e B-0e A-60 A-0 A-0 A-15 A-0d * A-30 A-0d

Stairways (4) A-0a B-0e A-0a B-0e A-60 A-0 A-0 A-15 A-0d *

* A-30g

Service spaces (low risk) (5) Ce A-60 A-0 A-0 A-0 * A-0

Machinery spaces of category A (6) * A-0 A-0 A-60 * A-60

Other machinery spaces (7) A-0b A-0 A-0 * A-0

Cargo spaces (8) * A-0 * A-0

Service spaces (high risks) (9) A-0b * A-30

Open decks (10) * A-0

Special category spaces and Ro/Ro spaces (11) A-30g

Table 4 – Fire integrity of decks separating adjacent spaces

Space below↓ Space above→ (1) (2) (3) (4) (5) (6) (7) (8) (9) (10) (11)

Control stations (1) A-0 A-0 A-0 A-0 A-0 A-60 A-0 A-0 A-0 * A-

60g

Corridors (2) A-0 * * A-0 * A-60 A-0 A-0 A-0 * A-

30g

Accommodation spaces (3) A-60 A-0 * A-0 * A-60 A-0 A-0 A-0 * A-30 A-0d

Stairways (4) A-0 A-0 A-0 * A-0 A-60 A-0 A-0 A-0 *

* A-

30g

Service spaces (low risk) (5) A-15 A-0 A-0 A-0 * A-60 A-0 A-0 A-0 * A-0

Machinery spaces of category A (6) A-60 A-60 A-60 A-60 A-60 * A-60f A-30 A-60 * A-60

Other machinery spaces (7) A-15 A-0 A-0 A-0 A-0 A-0 * A-0 A-0 * A-0

Cargo spaces (8) A-60 A-0 A-0 A-0 A-0 A-0 A-0 * A-0 * A-0

Service spaces (high risks)

(9)

A-60A-30 A-0dA-30 A-0dA-30 A-0d

A-0A-60

A-0

A-30

Open decks (10) * * * * * * * * * – A-0

Special category spaces and Ro/Ro spaces (11) A-60 A-

30g A-30 A-0d A-

30g A-0 A-

60g A-0 A-0 A-30 A-0 A-

30g

Notes: To be applied to both Tables III and IV as appropriate.

(a) for clarification as to which applies, see of sub-clause (ii) clause (b) of sub-paragraph

(2) of paragraph 79 and sub-clause (v) clause (b) of sub-paragraph (2) of paragraph 79.

(b) where spaces are of the same numerical category and superscript b appears, a bulkhead or deck of the rating shown in the tables is only required when the adjacent spaces are for a different purpose, (e.g. in category (9)). A galley next to a galley does not require a bulkhead but a galley next to a paint room requires an “A-0” bulkhead.

(d) see clause (III) and (IV) of sub-clause (iv) of sub paragraph(2) of paragraph 84.

(e) for the application of clause(II) of sub-clause (b) of sub-paragraph (2) of paragraph (84), “B-0” and “C”, where appearing in Table III, is to be read as “A-0”.

(f) fire insulation need not be fitted if the machinery space in category (7), in the opinion of The Director General, , has little or no fire risk.

* Where an asterisk appears in the tables, the division is required to be of steel or other equivalent material, but is not required to be of “A” class standard. However, where a deck, except in a category (10) space, is penetrated for the passage of electric cables, pipes and vent ducts, such penetrations shall be made tight to prevent the passage of flame and smoke. Divisions between control stations (emergency generators) and open decks may have air intake openings without means for closure, unless a fixed gas fire-fighting system is fitted.

(v) protection of stairways and lifts in accommodation area: —

(A) stairways shall be within enclosures formed of “A” class divisions, with positive means of closure at all openings, except that: —

(I) a stairway connecting only two decks need not be enclosed, provided the integrity of the deck is maintained by proper bulkheads or self-closing

doors in one ‘tween-deck space. When a stairway is closed in one ‘tween-deck space, the stairway enclosure is to be protected in accordance with the tables for decks in sub-clause (iii) or (iv) of clause (b) of sub-paragraph

(2) of paragraph 84;

(II) stairways may be fitted in the open in a public space, provided they lie wholly within the public space.

(B) lift trunks shall be so fitted as to prevent the passage of smoke and flame from one ‘tween-deck to another and shall be provided with means of closing so as to permit the control of draught and smoke. Machinery for lifts located within stairway enclosures shall be arranged in a separate room, surrounded by steel boundaries, except that small passages for lift cables are permitted. Lifts which open into spaces other than corridors, public spaces, special category spaces, stairways and external areas shall not open into stairways included in the means of escape.

(vi) arrangement of cabin balconies,- on passenger ships constructed on or after 1 July 2008,non-load bearing partial bulkheads which separate adjacent cabin balconies shall be capable of being opened by the crew from each side for the purpose of fighting fires.

(vii) protection of atriums —

(A) atriums shall be within enclosures formed of “A” class divisions having a fire rating determined in accordance with tables , as applicable;and

(B) decks separating spaces within atriums shall have a fire rating determined in accordance with tables , as applicable.

(3) Penetration in fire-resisting divisions and prevention of heat transmission: –

(a) where “A” class divisions are penetrated, such penetrations shall be tested in accordance with fire test procedure code, subjected to the provisions of sub-clause (E) clause (a) of sub-paragraph (4) paragraph 84. In the case of ventilation ducts sub-clause (2) of clause (a) of sub-paragraph (7) of Paragraph 85 apply. However, where a pipe penetration is made of steel or equivalent material having a thickness of 3 [mm] or greater and a length of not less than 900 [mm] (preferably 450 [mm] on each side of the division), and no openings, testing is not required. Such penetrations shall to be suitably insulated by extension of the insulation at the same degree of fire integrity of the division.

(b) Where “B” class divisions are penetrated for the passage of electric cables, pipes, trunks, ducts, etc., or for the fitting of ventilation terminals, lighting fixtures and similar devices, arrangements shall be made to ensure that the fire resistance is not impaired, subject to the provisions. Pipes other than steel or copper that penetrate “B” class divisions shall be protected by either:

(i) a fire tested penetration device, suitable for the fire resistance of the division pierced and the type of pipe used; or

(ii) a steel sleeve, having a thickness of not less than 1.8 [mm] and a length of not less than 900 [mm] for pipe diameters of 150 [mm] or more and not less than 600 [mm] for pipe diameters of less than 150 [mm] (preferably equally divided to each side of the division). The pipe shall be connected to the ends of the sleeve by flanges or couplings; or the clearance between the sleeve and the pipe is not to exceed 2.5 [mm]; or any clearance between pipe and sleeve shall be made tight by means of non-combustible or other suitable material.

(c) uninsulated metallic pipes penetrating “A” or “B” class divisions shall be of materials having a melting temperature which exceeds 950ºC for “A-0” and 850ºC for “B-0” class divisions.

(d) in designing structural fire protection details, the risk of heat transmission at intersections and terminal points of required thermal barriers is to be considered. The insulation of a deck or bulkhead is to be carried past the penetration, intersection or terminal point for a distance of at least 450 [mm] in the case of steel and aluminium structures. If a space is divided with a deck or a bulkhead of “A” class standard having insulation of different values, the insulation with the higher value is to continue on the deck or bulkhead with the insulation of the lesser value for a distance of at least 450 [mm].

(4) Protection of openings in fire resisting divisions –

(a) opening in bulkheads and decks in passenger ships –

(i) protection of openings in “A” class divisions:-

(A) except for hatches between cargo, special category, store and baggage spaces, and between such spaces and weather decks, all openings shall be provided with permanently attached means of closing which shall be at least as effective for resisting fires as the divisions in which they are fitted.

(B) the construction of doors and door frames in “A” class divisions, with the means of securing them when closed, shall provide resistance to fire as well as to the passage of smoke and flame equivalent to that of the bulkheads in which the doors are situated, this being determined in accordance with the fire test procedures code. Such doors and door frames shall be constructed of steel or other equivalent material. Doors approved without the sill being part of the frame, which are installed on or after the 1st July, 2010, shall be installed such that the gap under the door does not exceed 12 millimeter. A non-combustible sill shall be installed under the door such that floor coverings do not extend beneath the closed door;

(D) it shall be possible for each door to be opened and closed from each side of the bulkhead by one person only;

(E) fire doors in main vertical zone bulkheads, galley boundaries and stairway enclosures other than power-operated watertight doors and those which are normally locked, shall satisfy the following requirements-

(I) the doors shall be self-closing and be capable of closing against an angle of inclination of up to 3.5 opposing closure;

(II) the approximate time of closure for hinged fire doors shall be not more than

40 seconds and no less than 10 seconds from the beginning of their movement with the ship in upright position. The approximate uniform rate of closure for sliding fire doors shall be of not more than 0.2 meter/second and not less than 0.1 meter/second with the ship in the upright position;

(III) the doors, except those for emergency escape trunks, shall be capable of remote release from the continuously manned central control station, either simultaneously or in groups and shall be capable of release also individually from a position at both sides of the door. Release switches shall have an on-off function to prevent automatic resetting of the system;

(IV) hold-back hooks not subject to central control station release are prohibited;

(V) a door closed remotely from the central control station shall be capable of being re-opened at both sides of the door by local control. After such local opening the door shall close automatically again;

(VI) indication shall be provided at the fire door indicator panel in the continuously manned central control station whether each of the remote-released doors are closed;

(VII) the release mechanism shall be so designed that the door shall automatically close in the event of disruption of the control system or central power supply;

(VIII) local power accumulators for power-operated doors shall be provided in the immediate vicinity of the doors to enable the doors to be operated after disruption of the control system or central power supply at least ten times (fully opened and closed) using the local controls;

(IX) disruption of the control system or central power supply at one door is not to impair the safe functioning of the other doors;

(X) remote-released sliding or power-operated doors shall be equipped with an alarm that sounds for at least 5 seconds but no more than 10 seconds after the door is released from the central control station and before the door begins to move and continue sounding until the door is completely closed;

(XI) a door designed to re-open upon contacting an object in its path shall re-open not more than one meter from the point of contact;

(XII) double-leaf doors equipped with a latch necessary for their fire integrity shall have a latch that is automatically activated by the operation of the doors when released by the control system;

(XIII) doors giving direct access to special category spaces which are power-operated and automatically closed need not be equipped with the alarms and remote- release mechanisms required in paragraphs of item (III) and (X) of sub-clause (E) of clause (a) of sub-paragraph (4) of the paragraph ;

(XIV) the components of the local control system shall be accessible for maintenance and adjusting;

(XV) power-operated doors shall be provided with a control system of an approved type which shall be able to operate in case of fire, this being determined in accordance with the fire test procedures code. This system shall satisfy the following requirements:-

(aa) the control system shall be able to operate the door at the temperature of at least 200C for at least 60 minutes, served by the power supply;

(ab) the power supply for all other doors not subject to fire shall not be impaired; and

(ac)

at temperatures exceeding 200C the control system shall be automatically isolated from the power supply and shall be capable of keeping the door closed up to at least 945C.

(F) in ships carrying not more than 36 passengers, where a space is protected by an automatic sprinkler fire detection and alarm system complying with the provisions this Schedule or fitted with a continuous “B” class ceiling, 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 reasonable and practicable in the opinion of The Director General, .

(G) the requirements for “A” class integrity of the outer boundaries of a ship shall not apply to glass partitions, windows and sidescuttles, provided that there is no requirement for such boundaries to have “A” class integrity in clause (c) of sub-paragraph (4) of paragraph 84. The requirements for “A” class integrity of the outer boundaries of the ship shall not apply to exterior doors, except for those in superstructures and deckhouses facing lifesaving appliances, embarkation and external assembly station areas, external stairs and open decks used for escape routes. Stairway enclosure doors need not meet this requirement;

(H) except for watertight doors, weathertight doors (semi-watertight doors), doors leading to the open deck and doors which need to be reasonably gastight, all “A” class doors located in stairways, public spaces and main vertical zone bulkheads in escape routes shall be equipped with a self-closing hose port. The material, construction and fire resistance of the hose port shall be equivalent to the door into which it is fitted, and shall be a 150 [mm] square clear opening with the door closed and shall be inset into the lower edge of the door, opposite the door hinges or, in the case of sliding doors, nearest the opening;

(I) where it is necessary that a ventilation duct passes through a main vertical zone division, a fail-safe automatic closing fire damper shall be fitted adjacent to the division. The damper shall also be capable of being manually closed from each side of the division. The operating position shall be readily accessible and be marked in red light-reflecting colour. The duct between the division and the damper shall be of steel or other equivalent material and, if necessary, insulated to comply with the requirements of clause (a) of sub-paragraph(3) of paragraph 82. The damper shall be fitted on at

least one side of the division with a visible indicator showing whether the damper is in the open position.

(b) openings in “B” class divisions: —

(i) 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 equivalent to that of the divisions, this being determined in accordance with the Fire Test Procedure Code 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 opening shall not exceed

0.05 [m2]. Alternatively, a non-combustible air balance duct routed between the cabin and the corridor, and located below the sanitary unit is permitted where the cross-sectional area of the duct does not exceed 0.05 [m2]. All ventilation openings shall be fitted with a grill made of non-combustible material. Doors shall be non-combustible;

(ii) cabin doors in “B” class divisions shall be of a self-closing type. Holdback hooks are not permitted;

(iii) the requirements for ‘B’ class integrity of the outer boundaries of a ship shall not apply to glass partitions, windows and side scuttles. Similarly, the requirements for ‘B’ class integrity shall not apply to exterior doors in superstructures and deckhouses. For ships carrying not more than 36 passengers, the use of combustible materials in doors separating cabins from the individual interior sanitary spaces, such as showers, may be permitted.

(iv) in ships carrying not more than 36 passengers, where an automatic sprinkler system complying with the provisions of this Schedule is fitted:-

(A) 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 “B” class integrity requirements in so far as is reasonable and practicable in the opinion of the Director-General, ; and

(B) openings in corridor bulkheads of “B” class materials shall be protected in accordance with the provisions of sub-clause (ii) of clause (b) sub-paragraph (2) of paragraph 84.

(i) windows and sidescuttles in bulkheads within accommodation and service spaces and control stations other than those to which the provisions of sub-clause (F) of clause (a) of sub-paragraph (4) of paragraph 84 and paragraph 84 shall be so constructed as to preserve the integrity requirements of the type of bulkheads in which they are fitted, this being determined in accordance with the fire test procedures code;

(ii) notwithstanding the requirements of Tables I to IV, windows and sidescuttles in bulkheads separating accommodation and service spaces and control stations from weather shall to be constructed with frames of steel or other suitable material. The glass is to be retained by a metal glazing bead or angle;

(iii) windows facing life-saving appliances, embarkation and assembly stations, external stairs and open decks used for escape routes, and windows situated below life raft and escape slide embarkation areas shall have fire integrity as required in Table I. Where automatic dedicated sprinkler heads are provided for windows, “A-0” windows may be accepted as equivalent. To be considered under this paragraph, the sprinkler heads shall either be:-

(A) dedicated heads located above the windows, and installed in addition to the conventional ceiling sprinklers; or

(B) conventional ceiling sprinkler heads arranged such that the window is protected by an average application rate of at least five litres/meter square and the additional window area is included in the calculation of the area of coverage.

(iv) windows located in the ship’s side below the lifeboat embarkation area shall have fire integrity at least equal to “A-0” class;

(v) notwithstanding the requirement in of sub-clause (iii) of clause (c) of sub-paragraph (4) of paragraph 84, the requirements in sub-clause (v) of clause (c) of sub-paragraph (4) of paragraph 84 shall apply to ships constructed on or after the 1st January, 2020.

(vi) for ships carrying more than 36 passengers, windows facing survival craft, embarkation and assembly stations, external stairs and open decks used for escape routes, and windows situated below life raft and escape slide embarkation areas shall have fire integrity as required in Table 9.1. Where automatic dedicated sprinkler heads are provided for windows, “A-0” windows may be accepted as equivalent. To be considered under this paragraph, the sprinkler heads must either be:-

(A) dedicated heads located above the windows, and installed in addition to the conventional ceiling sprinklers; or

(B) conventional ceiling sprinkler heads arranged such that the window is protected by an average application rate of at least 5 l/min per square meter and the additional window area is included in the calculation of the area of coverage; or

(C) water -mist nozzles that have been tested and approved in accordance with the Guidelines approved by the Organization*; and

(vii) for ships carrying not more than 36 passengers, windows facing survival craft and escape slide, embarkation areas and windows situated below such areas shall have fire integrity at least equal to “A-0” class.

(5) Protection of openings in machinery spaces boundaries:-

(a) application:- The provision of this paragraph shall apply to machinery spaces of category A and, where The Director General, considers it desirable, to other machinery spaces;

(b) the number of skylights, doors, ventilators, openings in funnels to permit exhaust ventilation and other openings to machinery spaces shall be reduced to a minimum consistent with the needs of ventilation and the proper and safe working of the ship;

(d) means of control shall be provided for closing power-operated doors or actuating release mechanisms on doors other than power-operated watertight doors. The control shall be located outside the space concerned, where they shall not be cut off in the event of fire in the space it serves. The means of control shall be situated at one control position or grouped in as few positions as possible to the satisfaction of the Director-General, . Such positions shall have safe access from the open deck.

(e) doors, other than power-operated watertight doors shall be so arranged that positive closure is assured in case of fire in the space by power-operated closing arrangements or by the provision of self-closing doors capable of closing against an inclination of 3.5° opposing closure, and having fail-safe hook-back facilities provided with a remotely operated release device. Doors for emergency escape trunks need not be fitted with a fail-safe holdback facility and a remotely operated release device;

(f) windows shall not be fitted in machinery space boundaries. Glass may be used in control rooms within the machinery spaces.

(6) Ventilation systems (this rule applies to ships constructed on or after the date of notification of these rule)-

(a) General —

(i) Ventilation ducts, including single and double wall ducts, shall be of steel or equivalent material except flexible bellows of short length not exceeding 600 mm used for connecting fans to the ducting in air-conditioning rooms. Unless expressly provided otherwise in sub-clause (vi) of clause (a) of sub-paragraph (4) of paragraph 84, any other material used in the construction of ducts, including insulation, shall also be non-combustible. However, short ducts, not generally exceeding 2 m in length and with a free cross-sectional area not exceeding 0.02 m2, need not be of steel or equivalent material, subject to the following conditions:

(A) the ducts shall be made of non-combustible material, which may be faced internally and externally with membranes having low flame-spread characteristics and, in each case, a calorific value not exceeding 45 MJ/m2 of their surface area for the thickness used;

(B) the ducts are only used at the end of the ventilation device; and

(C) the ducts are not situated less than 600 mm, measured along the duct, from an opening in an “A” or “B” class division including continuous “B” class ceiling.

(ii) the following arrangements shall be tested in accordance with the fire test procedures code: —

(A) fire dampers, including their relevant means of operation, however, the testing is not required for dampers located at the lower end of the duct in exhaust ducts for galley ranges, which must be of steel and capable of stopping the draught in the duct; and

(B) duct penetrations through “A” class divisions. However, the test is not required where steel sleeves are directly joined to ventilation ducts by means of riveted or screwed flanges or by welding

(iii) fire dampers shall be easily accessible. Where they are placed behind ceilings or linings, these ceilings or linings shall be provided with an inspection hatch on which the identification number of the fire damper is marked. The fire damper identification number will also be marked on any remote controls provided;

(iv) ventilation ducts shall be provided with hatches for inspection and cleaning. The hatches shall be located near the fire dampers;

(v) the main inlets and outlets of ventilation systems shall l be capable of being closed from outside the spaces being ventilated. The means of closing shall be easily accessible as well as prominently and permanently marked and shall indicate the

operating position of the closing device;

(vi) combustible gaskets in flanged ventilation duct connections are not permitted within 600 mm of openings in “A” or “B” class divisions and in ducts required to be of “A” class construction;

(vii) Ventilation openings or air balance ducts between two enclosed spaces shall not be provided except as permitted by sub-clause (i) of clause (b)Sub- paragraph (4) of paragraph 84.

(b) arrangement of ducts —

(i) the ventilation systems for machinery spaces of category A, vehicle spaces, Ro/Ro spaces, galleys, special category spaces and cargo spaces shall, in general, be separated from each other and from the ventilation systems serving other spaces. Except that the galley ventilation systems on cargo ships of less than 4,000 gross tonnage, need not be completely separated, but may be served by separate ducts from a ventilation unit serving other spaces. In any case, an automatic fire damper shall be fitted in the galley ventilation duct near the ventilation unit.

(ii) ducts provided for the ventilation of machinery spaces of category A, galleys, vehicle spaces, Ro/Ro spaces or special category spaces shall not pass through accommodation spaces, service spaces or control stations unless they comply with the conditions specified in sub-clause (iv) of clause (b) of sub-paragraph (6) of paragraph 84.

(iii) ducts provided for the ventilation of accommodation spaces, service spaces or control stations shall not pass through machinery spaces of category A, galleys, vehicle spaces, Ro/Ro spaces or special category spaces unless they comply with sub-clause (iv) of clause (b) of sub-paragraph (6) of paragraph 84.

(iv) as permitted by sub-clause (ii) and (iii) of clause (b) of sub-paragraph (6) of paragraph

84. ducts shall be either:

(A) constructed of steel having a thickness of at least 3 mm for ducts with a free cross-sectional area of less than 0.075 m2, at least 4 mm for ducts with a free cross-sectional area of between 0.075 m2 and 0.45 m2, and at least 5 mm for ducts with a free cross-sectional area of over 0.45 m2;

(B) the ducts are suitably supported and stiffened;

(D) the ducts are insulated to “A-60” class standard from the machinery spaces, galleys, vehicle spaces, Ro/Ro spaces or special category spaces to a point at least 5 m beyond each fire damper;

(E) the ducts are constructed of steel in accordance with items (A) and (B) of sub-clause

(iv) of clause (b) of sub-paragraph (84)

(F) insulated to “A-60” class standard throughout the spaces they pass through, except for ducts that pass through spaces of category (9) or (10) as defined in paragraph 84 above.

(v) for the purposes of items (D) and(F) of sub-clause (iv) of clause (b) of sub-paragraph

(6) paragraphs 84 ducts shall be insulated over their entire cross-sectional external surface. Ducts that are outside but adjacent to the specified space, and share one or more surfaces with it, shall be considered to pass through the specified space, and will be insulated over the surface they share with the space for a distance of 450 mm past the duct.

(vi) where it is necessary that a ventilation duct passes through a main vertical zone division, an automatic fire damper shall be fitted adjacent to the division. The damper shall also be capable of being manually closed from each side of the division. The control location shall be readily accessible and be clearly and prominently marked. The duct between the division and the damper shall be constructed of steel in accordance with items (A) and (B) sub-clause (iv) of clause (b) of sub-paragraph (6) paragraphs 84 and insulated

to at least the same fire integrity as the division penetrated. The damper shall be fitted on at least one side of the division with a visible indicator showing the operating position of the damper.

(i) ducts passing through “A” class divisions shall meet the following requirements:

(A) where a thin plated duct with a free cross sectional area equal to, or less than, 0.02

㎡ passes through “A” class divisions, the opening shall be fitted with a steel sheet sleeve having a thickness of at least 3 millimeter and a length of at least 200 mm, divided preferably into 100 millimeter on each side of a bulkhead or, in the case of a deck, wholly laid on the lower side of the decks penetrated;

(B) where ventilation ducts with a free cross-sectional area exceeding 0.02㎡, but not more than 0.075㎡, pass through “A” class divisions, the openings shall be lined with steel sheet sleeves. The ducts and sleeves shall have a thickness of at least 3 mm and a length of at least 900 mm. When passing through bulkheads, this length shall be divided preferably into 450 mm on each side of the bulkhead. These ducts, or sleeves lining such ducts, will be provided with fire insulation. The insulation shall have at least the same fire integrity as the division through which the duct passes; and

(C) automatic fire dampers shall be fitted in all ducts with a free cross-sectional area exceeding 0.075㎡ that pass through “A” class divisions. Each damper shall be fitted close to the division penetrated and the duct between the damper and the division penetrated shall be constructed of steel in accordance with item (E) and (F) sub-clause (iv) of clause (b) of sub-paragraph (6) paragraphs 84 . The fire damper shall operate automatically, but shall also be capable of being closed manually from both sides of the division. The damper shall be fitted with a visible indicator which shows the operating position of the damper. Automatically but required, however, where ducts pass through spaces surrounded by “A” class divisions, without serving those spaces, provided those ducts have the same fire integrity as the divisions which they penetrate. A duct of cross-sectional area exceeding 0.075㎡ shall not be divided into smaller ducts at the penetration of an “A” class division and then recombined into the original duct once through the division to avoid installing the damper required by this provision.

(ii) Ventilation ducts with a free cross-sectional area exceeding 0.02㎡ passing through “B” class bulkheads shall be lined with steel sheet sleeves of 900 mm in length, divided preferably into 450 mm on each side of the bulkheads unless the duct is of steel for this length.

(iii) All fire dampers shall be capable of manual operation. The dampers shall have a direct mechanical means of release or, alternatively, be closed by electrical, hydraulic, or pneumatic operation. All dampers shall be manually operable from both sides of the division. Automatic fire dampers, including those capable of remote operation, shall have a failsafe mechanism that shall close the damper in a fire even upon loss of electrical power or hydraulic or pneumatic pressure loss. Remotely operated fire dampers shall be capable of being reopened manually at the damper.

(7) Exhaust duct from galleys.

(a) When passing through accommodation spaces or spaces containing combustible materials, the exhaust ducts from galley ranges shall be constructed in accordance with (A) and (B) sub-clause (iv) of clause (b) of sub-paragraph (6) paragraphs 84of Each exhaust duct shall be fitted with:

(i) a grease trap readily removable for cleaning;

(ii) an automatically and remotely operated fire damper located in the lower end of the duct at the junction between the duct and the galley range hood and, in addition, a remotely operated fire damper in the upper end of the duct close to the outlet of the duct;

(iii) arrangements, operable from within the galley, for shutting off the exhaust fans; and

(iv) fixed means for extinguishing a fire within the duct.

(8) Ventilation rooms serving machinery spaces of category A containing internal combustion machinery

(a) Where a ventilation room serves only such an adjacent machinery space and there is no fire division between the ventilation room and the machinery space, the means for closing the ventilation duct or ducts serving the machinery space shall be located outside of the ventilation room and machinery space.

(b) Where a ventilation room serves such a machinery space as well as other spaces and is separated from the machinery space by a “A-0” class division, including penetrations, the means for closing the ventilation duct or ducts for the machinery space can be located in the ventilation room.

(9) Ventilation systems for laundries in passenger ships carrying more than 36 passengers

Exhaust ducts from laundries and drying rooms of category (13) spaces as defined in above paragraphs

(a) filters readily removable for cleaning purposes;

(b) a fire damper located in the lower end of the duct which is automatically and remotely operated;

(c) remote-control arrangements for shutting off the exhaust fans and supply fans from within the space and for operating the fire damper mentioned in clause (a) of sub-paragraph (9); and

(d) suitably located hatches for inspection and cleaning.

85. Firefighting –

(1) Purpose:

(a) The purpose of this paragraph is to suppress and swiftly extinguish a fire in the space of origin. For this purpose, the following functional requirements shall be met:

(i) fixed fire-extinguishing systems shall be installed having due regard to the fire growth potential of the protected spaces; and

(ii) f

ire-extinguishing appliances shall be readily available.

(2) Water supply systems

Ships shall be provided with fire pumps, fire mains, hydrants and hoses complying with the applicable requirements.

(a) Fire mains and hydrants:

(i) General;

Materials readily rendered ineffective by heat shall not be used for fire mains and hydrants unless adequately protected. The pipes and hydrants shall be so placed that the fire hoses may be easily coupled to them. The arrangement of pipes and hydrants shall be such as to avoid the possibility of freezing. Suitable drainage provisions shall be provided for fire main piping. Isolation valves shall be installed for all open deck fire main branches used for purposes other than firefighting. In ships where deck cargo may be carried, the positions of the hydrants shall be such that they are always readily accessible, and the pipes shall be arranged as far as practicable to avoid risk of damage by such cargo.

(ii) Ready Availability of Water Supply

The arrangements for the ready availability of water supply in passenger ships shall be:

(A) 1,000 gross tonnage and upwards such that at least one effective jet of water is immediately available from any hydrant in an interior location and so as to ensure the continuation of the output of water by the automatic starting of one required fire pump;

(B) less than 1,000 gross tonnage by automatic start of at least one fire pump or by remote starting from the navigation bridge of at least one fire pump. If the pump starts automatically or if the bottom valve cannot be opened from where the pump is remotely started, the bottom valve shall always be kept open; and

(C) if fitted with periodically unattended machinery spaces in accordance with paragraph 68, The Director General shall determine provisions for fixed water fire-extinguishing arrangement for such spaces equivalent to those required for normally attended machinery spaces;

(iii) Diameter of the fire mains

(A) The diameter of the fire main and the water service pipes shall be sufficient for the effective distribution of the maximum required discharge from two fire pumps operating simultaneously.

(iv) Isolating valves and relief valves

(A) Isolating valves to separate the section of the fire main within the machinery space containing the main fire pump or pumps from the rest of the fire main shall be fitted in an easily accessible and tenable position outside the machinery spaces. The fire main shall be so arranged that when the isolating valves are shut all the hydrants on the ship, except those in the machinery space referred to above, can be supplied with water by another fire pump or an emergency fire pump. The emergency fire pump, its seawater inlet, and suction and delivery pipes and isolating valves shall be located outside the machinery space. If this arrangement cannot be made, the sea-chest may be fitted in the machinery space if the valve is remotely controlled from a position in the same compartment as the emergency fire pump and the suction pipe is as short as

practicable. Short lengths of suction or discharge piping may penetrate the machinery space, provided they are enclosed in a substantial steel casing or are insulated to “A-60” class standards. The pipes shall have substantial wall thickness, but in no case less than 11 mm, and shall be welded except for the flanged connection to the sea inlet valve.

(B) A valve shall be fitted to serve each fire hydrant so that any fire hose may be removed while the fire pumps are in operation.

(C) Relief valves shall be provided in conjunction with fire pumps if the pumps are capable of developing a pressure exceeding the design pressure of the water service pipes, hydrants and hoses. These valves shall be so placed and adjusted as to prevent excessive pressure in any part of the fire main system.

(v) Number and position of hydrants

(A) The number and position of hydrants shall be such that atleast two jets of water not emanating from the same hydrant, one of which shall be from a single length of hose, may reach any part of any cargo space when empty, any Ro/Ro space or any vehicle space, in which latter case the two jets shall reach any part of the space, each from a single length of hose. Furthermore, such hydrants shall be positioned near the access to the protected spaces.

(B) In addition to the requirements, passenger ships shall comply with the following:

(I) in the accommodation, service and machinery spaces the number and position of hydrants shall be such that the requirements as per paragraph may be complied with when all watertight doors and all doors in main vertical zone bulkheads are closed; and

(II) where access is provided to a machinery space of category A at a low level from an adjacent shaft tunnel, two hydrants shall be provided external to, but near the entrance to that machinery space. Where such access is provided from other spaces, in one of those spaces two hydrants shall be provided near the entrance to the machinery space of category A. Such provision need not be made where the tunnel or adjacent spaces are not part of the escape route.

(vi) Pressure at hydrants

With the two pumps simultaneously delivering water through the nozzles specified in clause (c) sub paragraph (2) of paragraph 84 with the quantity of water as specified in of sub-clause(III) clause (7) sub paragraph (2) of paragraph 85, through any adjacent hydrants, the following minimum pressures shall be maintained at all hydrants:

(A) for passenger ships:

(I) 4,000 gross tonnage and upwards 0.40 N/mm²

(II) less than 4000 gross tonnage 0.30 N/mm² ;

(B) the maximum pressure at any hydrant shall not exceed that at which the effective control of a fire hose can be demonstrated.

(vii) International shore connection

(A) Ships of 500 gross tonnage and upwards shall be provided with at least one international shore connection complying with the Fire Safety Systems Code.

(B) Facilities shall be available enabling such a connection to be used on either side of the ship.

(b) Fire pumps.

(i) Pumps accepted as fire pumps

(ii) Sanitary, ballast, bilge or general service pumps may be accepted as fire pumps, provided that they are not normally used for pumping oil and that if they are subject to occasional duty for the transfer or pumping of oil fuel, suitable change-over arrangements are fitted.Number of fire pumps

Passenger Ships shall be provided with independently driven fire pumps as follows:

(A) 4,000 gross tonnage and upwards at least three

(B) less than 4,000 gross tonnage at least two

(iii) Requirements for the space containing the emergency fire pump

(A) Location of the space: The space containing the fire pump shall not be contiguous to the boundaries of machinery spaces of category A or those spaces containing main fire pumps. Where this is not practicable, the common bulkhead between the two spaces shall be insulated to a standard of structural fire protection equivalent to that required for a control station.

(B) Access to the emergency fire pump:- No direct access shall be permitted between the machinery space and the space containing the emergency fire pump and its source of power. When this is impracticable, The Director General may accept an arrangement where the access is by means of an airlock with the door of the machinery space being of A-60 class standard, and the other door being at least steel, both reasonably gastight, self-closing and without any hold back arrangements. Alternatively, the access shall be through a watertight door capable of being operated from a space remote from the machinery space and the space containing the emergency fire pump and unlikely to be cut off in the event of fire in those spaces. In such cases, a second means of access to the space containing the emergency fire pump and its source of power shall be provided

(C) Ventilation of the emergency fire pump space: Ventilation arrangements to the space containing the independent source of power for the emergency fire pump shall be such as to preclude, as far as practicable, the possibility of smoke from a machinery space fire entering or being drawn into that space.

(iv) Capacity of fire pumps

(A) Total capacity of required fire pumps

The required fire pumps shall be capable of delivering for fire-fighting purposes a quantity of water, at the pressure specified in the clause (vi) of sub-paragraph(2) of paragraph 85.

(I) pumps in passenger ships, the quantity of water is not less than two thirds of the quantity required to be dealt with by the bilge pumps when employed for bilge pumping.

(B) Capacity of each fire pump

Each of the required fire pumps shall have a capacity not less than 80% of the total required capacity divided by the minimum number of required fire pumps but in any case not less than 25 m3/h and each such pump shall in any event be capable of delivering at least the two required jets of water. These fire pumps shall be capable of supplying the fire main system under the required conditions. Where more pumps than the minimum of required pumps are installed, such additional pumps shall have a capacity of at least 25 m3/h and shall be capable of delivering at least the two jets of water required in of clause

(v) of sub-paragraph (2) of paragraph 85 .

(v) Arrangement of fire pumps and fire mains

(A) Fire pumps

The arrangement of sea connections, fire pumps and their sources of power shall be as to ensure that:

(I) in passenger ships of 1,000 gross tonnage and upwards, in the event of a fire in any one compartment all the fire pumps shall not be put out of action; and

(II) in passenger ships of less than 1,000 gross tonnage and in cargo ships, if a fire in any one compartment could put all the pumps out of action, there shall be an alternative means consisting of an emergency fire pump complying with the provisions of the Fire Safety Systems Code with its source of power and sea connection located outside the space where the main fire pumps or their sources of power are located.

(i) General specifications:

(A) Fire hoses shall be of non-perishable material approved by The Director General and shall be sufficient in length to project a jet of water to any of the spaces in which they may be required to be used. Each hose shall be provided with a nozzle and the necessary couplings. Hoses specified in this chapter as “fire hoses” shall, together with any necessary fittings and tools, be kept ready for use in conspicuous positions near the water service hydrants or connections. Additionally, in interior locations in passenger ships carrying more than 36 passengers fire hoses shall be connected to the hydrants at all times. Fire hoses shall have a length of at least 10 m, but not more than:

(I) 15 m in machinery spaces;

(II) 20 m in other spaces and open decks; and

(III) 25 m for open decks on ships with a maximum breadth in excess of 30 m.

(B) Unless one hose and nozzle is provided for each hydrant in the ship, there shall be complete interchangeability of hose couplings and nozzles.

(ii) Number and diameter of fire hoses

(A) Ships shall be provided with fire hoses the number and diameter of which shall be to the satisfaction of the Director-General.

(B) In passenger ships, there shall be at least one fire hose for each of the hydrants required by sub-clause (V) of clause(a) of sub-paragraph (2) and these hoses shall be used only for the purposes of extinguishing fires or testing the fire-extinguishing apparatus at fire drills and surveys.

(iii) Size and types of nozzles

(A) For the purpose of this chapter, standard nozzle sizes shall be 12 mm, 16 mm and 19 mm or as near thereto as possible. Larger diameter nozzles may be permitted at the discretion of the Director-General.

(B) For accommodation and service spaces, a nozzle size greater than 12 mm need not be used.

(C) For machinery spaces and exterior locations, the nozzle size shall be as such to obtain the maximum discharge possible from two jets at the pressure from the smallest pump, provided that a nozzle size greater than 19 mm need not be used.

(D) Nozzles shall be of an approved dual-purpose type (I.e. spray/jet type) incorporating a shutoff.

(3) Portable Fire Extinguishers.

(a) Type and design

Portable fire extinguishers shall l comply with requirements of the Fire Safety Systems Code.

(b) Arrangement of fire extinguishers

(i) Accommodation spaces, service spaces and control stations shall be provided with portable fire extinguishers of appropriate types and in sufficient number to the satisfaction of The Director General. Ships of 1,000 gross tonnage and upwards shall carry at least five portable fire extinguishers.

(ii) One of the portable fire extinguishers intended for use in any space will be stowed near the entrance to that space.

(iii) Carbon dioxide fire extinguishers shall be placed in accommodation spaces: In control stations and other spaces containing electrical or electronic equipment or appliances necessary for the safety of the ship, fire

extinguishers shall be provided whose extinguishing media are neither electrically conducive nor harmful to the equipment and appliances.

(iv) Fire extinguishers shall be situated ready for use at easily visible places, which can be reached quickly and easily at any time in the event of a fire, and in such a way that their serviceability is not impaired by the weather vibration or other external factors. Portable fire extinguishers shall be provided with devices which indicate whether they have been used.

(i) Spare charges shall be provided for 100% of the first ten extinguishers and 50% of the remaining fire extinguishers capable of being recharged on board. Not more than sixty total spare charges are required. Instructions for recharging shall be carried on board.

(ii) For fire extinguishers which cannot be recharged on board, additional portable fire extinguishers of the same quantity, type, capacity and number as determined in clause above shall be provided in lieu of spare charges

(4) Fixed Fire Extinguishing Systems.

(a) Types of fixed fire extinguishing systems

(i) A fixed fire extinguishing system required by sub-paragraph (5) below may be any of the following systems:

(A) a fixed gas fire-extinguishing system complying with the provisions of the Fire Safety Systems Code;

(B) a fixed high-expansion foam fire-extinguishing system complying with the provisions of the Fire Safety Systems Code; and

(C) a fixed pressure water-spraying fire-extinguishing system complying with the provisions of the Fire Safety Systems Code.

(ii) Where a fixed fire-extinguishing system not required by this chapter is installed, it shall meet the requirements of the relevant rules of this chapter and the Fire Safety Systems Code.

(iii) Fire-extinguishing systems using Halon 1211,1301, and 2402 and perfluorocarbons shall be prohibited

(iv) In general, The Director General will not permit the use of steam as a fire-extinguishing medium in fixed fire-extinguishing systems. Where the use of steam is permitted by The Director General, it shall be used only in restricted areas as an addition to the required fire-extinguishing system and will comply with the requirements of the Fire- Safety System Code.

(v) By the first scheduled dry-docking after the 1st January, 2010, fixed carbon dioxide fire-extinguishing systems for the protection of machinery spaces on ships constructed before the 1st July, 2002 shall comply with the provisions of paragraph

2.2.2. of chapter 5 of the Fire Safety Systems Code guidelines provided by International Maritime Organization.

(b) Closing appliances for fixed gas fire-extinguishing systems

Where a fixed gas fire-extinguishing system is used, openings which may admit air to, or allow gas to escape from, a protected space shall be capable of being closed from outside the protected space.

When the fire-extinguishing medium is stored outside a protected space, it shall be stored outside a protected space, it shall be stored in a room which is located behind the forward collision bulkhead and is used for no other purposes. Any entrance to such a storage room shall preferably be from the open deck and will be independent of the protected space. If the storage space is located below deck, it shall be located no more than one deck below the open deck and shall be directly accessible by a stairway or ladder from the open deck. Spaces which are located below deck or spaces where access from the open deck is provided shall be fitted with a mechanical ventilation system designed to take exhaust air from the bottom of the space and shall be sized to provide at least 6 air changes per hour. Access doors will open outwards, and bulkheads and decks, including doors and other means of closing any opening therein, which form the boundaries between such rooms and adjacent enclosed spaces shall be gastight. For the purpose of the application of Table 1 to 4, such storage rooms shall be treated as fire control stations.

(d) Water pumps for other fire-extinguishing systems

Pumps, other than those serving the fire main, required for the provision of water for fire-extinguishing systems required by this chapter, their sources of power and their controls shall be installed outside the space or spaces protected by such systems and shall be so arranged that a fire in the space or spaces protected shall not put any such system out of action.

(5) Fire-extinguishing arrangements in machinery spaces

(a) Machinery spaces containing oil-fired boilers or oil fuel units

(i) Fixed fire-extinguishing systems

Machinery spaces of category A containing oil-fired boilers or oil fuel units shall l be provided with any one of the fixed fire-extinguishing systems in clause (a) of sub-paragraph (4). In each case, if the engine-room and boiler room are not entirely separate, or if fuel oil can drain from the boiler room into the engine-room, the combined engine and boiler rooms shall be considered as one compartment.

(ii) Additional fire-extinguishing arrangements

(A) There shall be in each boiler room or at an entrance outside of the boiler room at least one portable foam applicator unit complying with the provisions of the Fire Safety Systems Code.

(B) There shall be at least two portable foam extinguishers or equivalent in each firing space in each boiler room and in each space in which a part of the oil fuel installation is situated. There shall be not less than one approved foam-

type extinguisher of at least 135 l capacity or equivalent in each boiler room. These extinguishers shall be provided with hoses on reels suitable for reaching any part of the boiler room. In the case of domestic boilers of less than 175 kW, or boilers protected by fixed water-based local application fire-extinguishing systems as required by of clause (f) of Sub-paragraph (5), an approved foam-type extinguisher of at least 135 l capacity is not required

(C) In each firing space there shall be a receptacle containing at least 0.1 m³ sand, sawdust impregnated with soda, or other approved dry material, along with a suitable shovel for spreading the material. An approved portable extinguisher shall be substituted as an alternative

(b) Machinery spaces of category A containing internal combustion machinery

(iv) Fixed fire-extinguishing systems

Machinery spaces of category A containing internal combustion machinery shall be provided with one of the fixed fire-extinguishing systems clause (a) Sub paragraph (4).

(v) Additional fire-extinguishing arrangements

(A) There shall l be at least one portable foam applicator unit complying with the provision of the Fire Safety Systems Code.

(B) There shall be in each such space approved foam-type fire extinguishers, each of at least 45 l capacity or equivalent, sufficient in number to enable foam or its equivalent to be directed onto any part of the fuel and lubricating oil pressure systems, gearing and other fire hazards. In addition, there shall be provided a sufficient number of portable foam extinguishers or equivalent which shall be so located that no point in the space is more than 10 m walking distance from an extinguisher and that there are at least two such extinguishers in each such space. For smaller spaces of cargo ships the The Director General may consider relaxing this requirement.

(i) Fixed fire-extinguishing systems

In spaces containing steam turbines or enclosed steam engines used for main propulsion or other purposes having in the aggregate a total output of not less than 375 Kw, one of the fire-extinguishing systems specified in clause (a) of Sub paragraph

(4)shall be provided if such spaces are periodically unattended.

(ii) Additional fire-extinguishing arrangements

(A) There shall be approved foam fire extinguishers, each of at least 45 l capacity or equivalent, sufficient in number to enable foam or its equivalent to be directed on to any part of the pressure lubrication system, on to any part of the casings enclosing pressure-lubricated parts of the turbines, engines or associated gearing, and any other fire hazards. However, such extinguishers shall not be required if protection, at least equivalent to that required by this sub paragraph, is provided in such spaces

by a fixed fire-extinguishing system fitted in compliance with clause (a) of Sub-paragraph (4).

(B) There shall be a sufficient number of portable foam extinguishers or equivalent which will be so located that no point in the space is more than 10 m walking distance from an extinguisher and that there are at least two such extinguishers in each such space, except that such extinguishers shall not be required in addition to any provided in compliance with item (B) of sub-clause(ii) of clause (a) of sub-paragraph (5).

(d) Other machinery spaces

Where, in the opinion of The Director-General, a fire hazard exists in any machinery space for which no specific provisions for fire-extinguishing appliances are prescribed in clause (a)(b) and (c) of sub-paragraph (5) there shall be provided in, or adjacent to, that space such a number of approved portable fire extinguishers or other means of fire extinction as The Director General may deem sufficient.

(e) Additional requirements for passenger ships

In passenger ships carrying more than 36 passengers, each machinery space of category A shall be provided with at least two suitable water fog applicators. A water fog applicator shall consist of a metal L-shaped pipe, the long limb being about 2 m in length capable of being fitted to a fire hose and the short limb being about 250 mm in length fitted with a fixed water fog nozzle or capable of being fitted with a water spray nozzle.

(f) Fixed local application fire-fighting systems

(i) clause (f) shall apply to passenger ships of 500 gross tonnage and above

(ii) Machinery spaces of category A above 500 m³ in volume shall, in addition to the fixed fire-extinguishing system required in sub-clause (i) of clause (a) of sub -paragraph 5 , be protected by an approved type of fixed water-based or equivalent local application fire-fighting system, based on the guidelines developed by the Organization*. In the case of periodically unattended machinery spaces, the firefighting system shall have both automatic and manual release capabilities. In the case of continuously manned machinery spaces, the fire-fighting system is only required to have a manual release capability.

(iii) Fixed local application fire-fighting systems are to protect areas such as the following without the necessity of engine shutdown, personnel evacuation, or sealing of the spaces:

(A) the fire hazard portions of internal combustion machinery or, for ships constructed before the 1st July, 2014, the fire hazard portions of internal combustion machinery used for the ship’s main propulsion and power generation

(B) boiler fronts;

(D) purifiers for heated fuel oil

(iv) Activation of any local application system shall give a visual and distinct audible alarm in the protected space and at continuously manned stations. The alarm shall indicate the specific system activated. The system alarm requirements described within this paragraph are in addition to, and not a substitute for, the detection and fire alarm system required elsewhere in this chapter.

(6) Fire -extinguishing arrangements in control stations, accommodation and service spaces

(a) Sprinkler and water spray systems in passenger ships

(i) Passenger ships carrying more than 36 passengers shall be equipped with an automatic sprinkler, fire detection and fire alarm system of an approved type complying with the requirements of the Fire Safety Systems Code in all control stations, accommodation and service spaces, including corridors and stairways. Alternatively, control stations, where water may cause damage to essential equipment, may be fitted with an approved fixed fire-extinguishing system of another type. Spaces having little or no fire risk such as voids, public toilets, carbon dioxide rooms and similar spaces need not be fitted with an automatic sprinkler system.

(ii) In passenger ships carrying not more than 36 passengers, when a fixed smoke detection and fire alarm system complying with the provisions of the Fire Safety Systems Code is provided only in corridors, stairways and escape routes within accommodation spaces, an automatic sprinkler system shall be installed in accordance with clause (c) of sub-paragraph (5) paragraph 82 .

(iii) A fixed pressure water-spraying fire-extinguishing system complying with the provisions of the Fire Safety Systems Code shall be installed on cabin balconies of ships to which clause (d) of sub-paragraph (3) of paragraph 80. applies, where furniture and furnishings on such balconies are not as defined in sub-rule (76) of rule 3.

(b) Spaces containing flammable liquid

(i) Paint lockers shall be protected by:

(A) 1 a carbon dioxide system, designed to give a minimum volume of free gas equal to 40% of the gross volume of the protected space;

(B) a dry powder system, designed for at least 0.5 kg powder/m³ ;

(C) a water spraying or sprinkler system, designed for 5 litres/m² min. Water spraying systems may be connected to the fire main of the ship; or

(D) a system providing equivalent protection, as determined by the Director-General. In any case, the system shall be operable from outside the protected space.

(ii) Flammable liquid lockers shall be protected by an appropriate fire-extinguishing arrangement approved by The Director General.

(iii) For lockers of a deck area of less than 4 m² , which do not give access to accommodation spaces, a carbon dioxide portable fire extinguisher sized to provide a minimum volume of free gas equal to 40% of the gross volume of the space may be accepted in lieu of a fixed system. A discharge port shall be arranged in the locker to allow the discharge of the extinguisher without having to enter into the protected space. The required portable fire extinguisher shall be stowed adjacent to the port. Alternatively, a port or hose connection may be provided to facilitate the use of fire main water.

Deep-fat cooking equipment installed in enclosed spaces or on open decks shall be fitted with the following:

(i) an automatic or manual fire-extinguishing system tested to an international standard acceptable to the International Maritime Organization;

(ii) a primary and backup thermostat with an alarm to alert the operator in the event of failure of either thermostat;

(iii) arrangements for automatically shutting off the electrical power upon activation of the fire-extinguishing system;

(iv) an alarm for indicating operation of the fire-extinguishing system in the galley where the equipment is installed; and

(v) controls for manual operation of the fire-extinguishing system which are clearly labeled for ready use by the crew.

(7) Fire -extinguishing arrangements in cargo spaces

(a) Fixed gas fire-extinguishing systems for general cargo

(i) Except as provided for in clause (b) the cargo spaces of passenger ships of 1,000 gross tonnage and upwards shall be protected by a fixed carbon dioxide or inert gas fire-extinguishing system complying with the provisions of the Fire Safety Systems Code or by a fixed high expansion foam fire-extinguishing system which gives equivalent protection.

(ii) Where it is shown to the satisfaction of The Director General that a passenger ship is engaged on voyages of such short duration that it would be unreasonable to apply the requirements of sub-paragraph (d)(i) and also in ships of less than 1,000 gross tonnage, the arrangements in cargo spaces shall be to the satisfaction of The Director General, provided that the ship is fitted with steel hatch covers and effective means of closing all ventilators and other openings leading to the cargo spaces.

(iii) Except for Ro/Ro and vehicle spaces, cargo spaces on cargo ships of 2,000 gross tonnage and upwards shall be protected by a fixed carbon dioxide or inert gas fire-extinguishing system complying with the provisions of the Fire Safety Systems Code, or by a fire-extinguishing system which gives equivalent protection

(iv) The Director-General may exempt from the requirements of sub-clause (iii) of clause

(a) and clause (b) of sub-paragraph (7),cargo spaces of any cargo ship if constructed, and solely intended for, the carriage of ore, coal, grain, unseasoned timber, non-combustible cargo or cargo which, in the opinion of the Director-General, constitute a low fire risk. Such exemptions may be granted only if the ship is fitted with steel hatch covers and effective means of closing ventilators and other openings leading to the cargo spaces. When such exemptions are granted, the Director-General shall issue an Exemption Certificate, irrespective of the date of construction of the ship concerned, in accordance with regulation I/12(a)(vii) of International Convention for the Safety of Life at Sea, and shall ensure that the list of cargoes the ship is permitted to carry is attached to the Exemption Certificate

(b) Fixed gas fire-extinguishing systems for dangerous goods

A ship engaged in the carriage of dangerous goods in any cargo spaces shall be provided with a fixed carbon dioxide or inert gas fire-extinguishing system complying with the provisions of the Fire Safety Systems Code or with a fire-extinguishing system which, in the opinion of the Director-General, gives equivalent protection for the cargoes carried.

(8) Fire-fighter’s outfits

(a) Types of fire-fighter’s outfits

(i) Fire-fighter’s outfits shall comply with the Fire Safety Systems Code; and

(ii) Self-contained compressed air breathing apparatus of fire-fighter’s outfits shall comply with the Fire Safety Systems Code by the 1st July, 2019.

(b) Number of fire-fighter’s outfits

(i) Ships shall carry at least two fire-fighter’s outfits.

(ii) In addition, in passenger ships there shall be provided:

(A) for every 80 m, or part thereof, of the aggregate of the lengths of all passenger spaces and service spaces on the deck which carries such spaces or, if there is more than one such deck, on the deck which has the largest aggregate of such lengths, two fire-fighter’s outfits and, in addition, two sets of personal equipment, each set comprising the items stipulated in the Fire Safety Systems Code. In passenger ships carrying more than 36 passengers, two additional fire-fighter’s outfits shall be provided for each main vertical zone. However, for stairway enclosures which constitute individual main vertical zones and for the main vertical zones in the fore or aft end of a ship which do not contain spaces of categories (6), (7), (8) or (12), defined in sub-clause (iii) of clause

(b) of sub -paragraph (2) of paragraph 84 no additional fire-fighter’s outfits are required; and

(B) ships carrying more than 36 passengers, for each pair of breathing apparatus there shall be provided one water fog applicator which shall be stored adjacent to such apparatus

(iii) The Director-General shall require additional sets of personal equipment and breathing apparatus, having due regard to the size and type of ship.

(iv) Two spare charges shall be provided for each required breathing apparatus. Passenger ships carrying not more than 36 passengers in passenger ships carrying more than 36 passengers, at least two spare charges for each breathing apparatus shall be provided.

(v) Passenger ships carrying more than 36 passengers constructed on or after the 1st July, 2010 shall be fitted with a suitably located means for fully recharging breathing air cylinders, free from contamination. The means for recharging shall be either:

(A) breathing air compressors supplied from the main and emergency switchboard, or independently driven, with a minimum capacity of 60 l/min per required breathing apparatus, not to exceed 420 l/min; or

(B) self-contained high-pressure storage systems of suitable pressure to recharge the breathing apparatus used on board, with a capacity of at least 1,200 l per required breathing apparatus, not to exceed 50,000 l of free air

(i) The fire-fighter’s outfits or sets of personal equipment shall be kept ready for use in an easily accessible location that is permanently and clearly marked and, where more than one fire-fighter’s outfit or more than one set of personal equipment is carried, they shall be stored in widely separated positions.

(ii) In passenger ships, at least two fire-fighter’s outfits and, in addition, one set of personal equipment shall be available at any one position. At least two fire-fighter’s outfits shall be stored in each main vertical zone.

(d) Fire-fighter’s communication

For ships constructed on or after the 1st July, 2014, a minimum of two two-way portable radiotelephone apparatus for each fire party for fire-fighter’s communication shall be carried on board. That two-way portable radiotelephone apparatus shall be of an explosion-proof type or intrinsically safe. Ships constructed before the 1st July, 2014 shall comply with the requirements of this paragraph not later than the first survey after the 1st July, 2018.

(9) Fire-extinguishing media restrictions

The purpose of this paragraph is to protect persons on board against exposure to dangerous substances used in firefighting, as well as to minimize the impact of fire-extinguishing media that are deemed detrimental to the environment.

(a) Application

This paragraph applies to ships constructed on or after 1 January 2026.

(b) General

(i) The prohibited substances in this paragraph shall be delivered to appropriate shore-based reception facilities when removed from the ship.

(ii) Use or storage of extinguishing media containing perfluoro octane sulfonic acid (PFOS) shall be prohibited.

86. Structural Integrity

(1) Purpose:

The purpose of this ruleis to maintain structural integrity of the ship preventing partial or whole collapse of the ship structures due to strength deterioration by heat. For this purpose, materials used in the ships structure shall ensure that the structural integrity is not degraded due to fire.

(2) Material of hull, superstructures, structural bulkheads, decks and deckhouses:

The hull, superstructures, structural bulkheads, decks and deckhouses shall be constructed of steel or other equivalent material. For the purpose of applying the definition of steel or other equivalent material as given in sub-rule (85) of rule 3, the “applicable fire exposure” shall be according to the integrity and insulation standards given in Tables 1 to

2. For example, where divisions such as decks or sides and ends of deckhouses are permitted to have “B-0” fire integrity, the “applicable fire exposure” shall be half an hour.

(3) Structure of aluminum alloy:

Unless otherwise specified in as paragraph (2), in cases where any part of the structure is of aluminum alloy, the following shall apply.

(a) the insulation of aluminum alloy components of ‘A’ or ‘B’ class divisions except structures, which in the opinion of The Director General, are non- load bearing, shall be such that the temperature of the structural core does not rise more than 200C above the ambient temperature at any time during the applicable fire exposure to the standard fire test.

(b) Special attention shall be given to the insulation of aluminum alloy components of columns, stanchions and other structural members required to support lifeboat and life raft stowage, launching and embarkation areas, and ‘A’ and ‘B’ class divisions to ensure:

(i) that for such members supporting lifeboat and life raft areas and ‘A’ class divisions, the temperature rise limitation specified in of clause (a )of sub- paragraph (3) shall apply at the end of one hour, and

(ii) that for such members required to support ‘B’ class divisions, the temperature rise limitation specified in clause (a )of sub- paragraph (3) shall apply at the end of half an hour.

(4) Machinery spaces of category A

(a) Crowns and casings: Crowns and casings of machinery spaces of category A shall be of steel construction and shall be insulated as required by Tables 1 and 2, as appropriate.

(b) Floor plating: The floor plating of normal passageways in machinery spaces of category A shall be made of steel.

(5) Materials of overboard fittings:

Materials readily rendered ineffective by heat shall not be used for overboard scuppers, sanitary discharges and other outlets which are close to the waterline and where the failure of the material in the event of fire would give rise to danger of flooding.

87. Notification of Crew and Passengers

(1) Purpose of requirements:

The purpose of this rule is to notify crew and passengers of a fire for safe evacuation. For this purpose, a general emergency alarm system and a public address system shall be provided.

(2) General emergency alarm system:

A general emergency alarm system shall be used for notifying crew and passengers of a fire.

(3) Public address systems in passenger ships:

A public address system or other effective means of communication complying with the requirement stipulated in regulation III/6.5 of International Convention for the Safety of Life at Sea shall be available throughout the accommodation and service spaces and control stations and open decks.

88. Means of escape

(1) Purpose of requirements:

The purpose of this ruleis to provide means of escape so that persons onboard can safely and swiftly escape to the lifeboat and life raft embarkation deck. For this purpose, the following functional requirements shall be met:

(a) safe escape routes shall be provided;

(b) escape routes are to be maintained in a safe condition, clear of obstacles; and

(c) additional aids for escape shall be provided as necessary to ensure accessibility, clear marking, and adequate design for emergency situations.

(2) General requirements for escape:

(a) Unless expressly provided otherwise, at least two widely separated and ready means of escape shall be provided from all spaces or group of spaces.

(b) Lifts shall not be considered as forming one of the means of escape as required by this section.

(3) Means of escape from control stations, accommodation and service spaces:

(a) General requirements

(i) Stairways and ladders shall be so arranged as to provide ready means of escape to the lifeboat and liferaft embarkation deck from passenger and crew accommodation spaces and from spaces in which the crew is normally employed, other than machinery spaces.

(ii) Unless expressly provided otherwise in this section, a corridor, lobby, or part of a corridor from which there is only one route of escape is prohibited. Dead-end corridors used in service areas which are necessary for the practical utility of the ship, such as fuel oil stations and athwartship supply corridors, may be permitted, provided such dead-end corridors are separated from crew accommodation areas and are inaccessible from passenger accommodation areas. Also, a part of a corridor that has a depth not exceeding its width is considered a recess or local extension and is permitted.

(iii) All stairways in accommodation and service spaces and control stations shall be of steel frame construction except where the use of other equivalent material is specially approved.

(iv) If a radiotelegraph station has no direct access to the open deck, two means of escape from or access to such station shall be provided, one of which may be a porthole or window of sufficient size or other means to the satisfaction of the Director-General

(v) Doors in escape routes shall, in general, open in-way of the direction of escape, except that:

(A) Individual cabin doors may open into the cabins in order to avoid injury to persons in the corridor when the door is opened; and

(B) Doors in vertical emergency escape trunks may open out of the trunk in order to permit the trunk to be used both for escape and for access.

(b) Means of escape in passenger ships

(i) Escape from spaces below the bulkhead deck:

(A) Below the bulkhead deck two means of escape, at least one of which shall be independent of watertight doors, shall be provided from each watertight

compartment or similarly restricted space or group of spaces. Exceptionally, the Director-General, may dispense with one of the means of escape for crew spaces that are entered only occasionally, if the required escape route is independent of watertight doors.

(B) Where dispensation is given under the provisions of item (A) of sub-clause (i) of clause (b) of above, this sole means of escape shall provide safe escape. However, stairways shall not be less than 800 mm clear width with handrails on both sides.

(ii) Escape from spaces above the bulkhead deck:

Above the bulkhead deck there shall be at least two means of escape from each main vertical zone or similarly restricted space or group of spaces, at least one of which shall give access to a stairway forming a vertical escape.

(iii) Direct access to stairway enclosures:

Stairway enclosures in accommodation and service spaces shall have direct access from the corridors and shall be of a sufficient area to prevent congestion, having in view the number of persons likely to use them in an emergency. Within the perimeter of such stairway enclosures, only public toilets, lockers of non-combustible material providing storage for non-hazardous safety equipment and open information counters are permitted. Only public spaces, corridors, lifts, public toilets, special category spaces and open Ro/Ro spaces to which any passengers carried can have access, other escape stairways required by item (A) of clause

(iv) of sub paragraph (3) external areas are permitted to have direct access to these stairway enclosures. Small corridors or “lobbies” used to separate an enclosed stairway from galleys or main laundries may have direct access to the stairway provided they have a minimum deck area of 4.5 m2, a width of not less than 900 mm and contain a fire hose station.

(iv) Details of means of escape:

(A) At least one of the means of escape required by of item (A) of clause (b) of sub-paragraph (3) and sub-clause (ii) of clause (b) of sub-paragraph (3) of shall consist 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 to the uppermost weather deck if the embarkation deck does not extend to the main vertical zone being considered. In the latter case, direct access to the embarkation deck by way of external open stairways and passageways shall be provided and shall have emergency lighting in accordance with regulation III/11.5 of International Convention for the Safety of Life at Sea and slip-free surfaces underfoot. Boundaries facing external open stairways and passageways forming part of an escape route and boundaries in such a position that their failure during a fire would impede escape to the embarkation deck shall have fire integrity, including insulation values, in accordance with Tables 1 to 2, as appropriate.

(B) Protection of access from the stairway enclosures to the lifeboat and liferaft embarkation areas shall be provided either directly or through protected internal routes which have fire integrity and insulation values for stairway enclosures as determined by Tables 1 to 2, as appropriate.

(C) Stairways serving only a space and a balcony in that space shall not be considered as forming one of the required means of escape.

(D) Each level within an atrium shall have two means of escape, one of which shall give direct access to an enclosed vertical means of escape meeting the requirements of item (A).

(E) The widths, number and continuity of escapes shall be in accordance with the requirements in the Fire Safety Systems Code.

(v) Marking of escape routes:

(A) In addition to the emergency lighting required by regulations II-1/42 and III/11.5, the means of escape, including stairways and exits, shall be marked by lighting or photoluminescent strip indicators placed not more than 300 mm above the deck at all points of the escape route including angles and intersections. The marking must enable passengers to identify the routes of escape and readily identify the escape exits. If electric illumination is used, 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, escape route signs and fire equipment location markings shall be of photoluminescent material or marked by lighting. The Director General shall ensure that such lighting or photoluminescent equipment has been evaluated, tested and applied in accordance with the Fire Safety Systems Code.

(B) In a passenger ship carrying more than 36 passengers, the requirements of item (A) of sub-clause (v) of clause (b) of sub-paragraph (3), above shall also apply to the crew accommodation areas.

(v) of clause (b) of sub-paragraph (3), alternative evacuation guidance systems may be accepted if approved by the Director-General based on the guidelines developed by the organization.

(vi) Normally locked doors that form part of an escape route:

(A) Cabin and stateroom doors shall not require keys to unlock them from inside the room. There shall not be any doors along any designated escape route, which require keys to unlock them when moving in the direction of escape.

(B) Escape doors from public spaces that are normally latched shall be fitted with a means of quick release. Such means shall consist of a door-latching mechanism incorporating a device that releases the latch upon the application of a force in the direction of escape flow. Quick release mechanisms shall be designed and installed to the satisfaction of the Director-General, and in particular:

(I) consist of bars or panels, the actuating portion of which extends across at least one half of the width of the door leaf, at least 760 mm and not more than 1120 mm above the deck;

(II) cause the latch to release when a force not exceeding 67 N is applied; and

(III) not be equipped with any locking device, set screw or other arrangement that prevents the release of the latch when pressure is applied to the releasing device.

(vii) Evacuation analysis for passenger ship

(A) Escape routes shall be evaluated by an evacuation analysis early in the design process. This analysis shall apply to:

(I) Ro/Ro passenger ships constructed on or after the 1st July, 1999; and

(II) other passenger ships constructed on or after the 1st January, 2020 carrying more than 36 passengers.

(B) The analysis shall be used to identify and eliminate, as far as practicable, congestion which may develop during an abandonment, due to normal movement of passengers and crew along escape routes, including the possibility that crew may need to move along these routes in a direction opposite to the movement of passengers. In addition, the analysis shall be used to demonstrate that escape arrangements are sufficiently flexible to provide for the possibility that certain escape routes, assembly stations, embarkation stations or survival craft may not be available as a result of a casualty.

(i) Emergency escape breathing devices shall comply with the Fire Safety Systems Code. Spare emergency escape breathing devices shall be kept onboard.

(ii) Emergency escape breathing devices shall comply with the Fire Safety Systems Code. Spare emergency escape breathing devices shall be kept onboard.

(iii) In passenger ships, at least two emergency escape breathing devices shall be carried in each main vertical zone.

(iv) In passenger ships carrying more than 36 passengers, two emergency escape breathing devices, in addition to those required in paragraph (ac) above, shall be carried in each main vertical zone.

(v) However, sub-clause (iii) and (iv) of clause (c) of sub-paragraph (3) do not apply to stairway enclosures which constitute individual main vertical zones and for the main vertical zones in the fore or aft end of a ship which do not contain spaces of category (6), (7), (8) or (12) defined in sub-clause (iii) of clause (B) od sub-rule (2) of

paragraph 84 .

(4) Means of escape from machinery spaces:

(a) Means of escape on passenger ships

Means of escape from each machinery space in passenger ships shall comply with the following provisions.

(i) Escape from spaces below the bulkhead deck:

Where the space is below the bulkhead deck the two means of escape shall consist of either:

(A) two 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 be located within a protected enclosure that satisfies sub-clause (iii) of clause (B) od sub-rule (2) of paragraph 84 category (2) or sub-clause (iv) of clause (B) of sub-rule

(2) of paragraph 84 , as appropriate, from the lower part of the space it serves to a safe position outside the space. Self-closing fire doors of the same fire integrity standards shall be fitted in the enclosure. The ladder shall be fixed in such a way that heat is not transferred into the enclosure through non-insulated fixing points. The protected enclosure shall have minimum internal dimensions of at least 800 [mm] x 800 [mm], and shall have emergency lighting provisions; or

(B) one steel ladder leading to a door in the upper part of the space from which access is provided to the embarkation deck and additionally, in the lower part of the space and in a position well separated from the ladder referred to, a steel door capable of being operated from each side and which provides access to a safe escape route from the lower part of the space to the embarkation deck.

(ii) Escape from spaces above the bulkhead deck:

Where the space is above the bulkhead deck, the two 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 means of escape require the use of ladders, these shall be of steel.

(iii) Dispensation from two means of escape:

In a ship of less than 1,000 gross tonnage, one of the means of escape may be dispensed with due regard being paid to the width and disposition of the upper part of the space. In a ship of 1,000 gross tonnage and above, one means of escape from any such space, including a normally unattended auxiliary machinery space may be dispensed with, so long as either a door or a steel ladder provides a safe escape route to the embarkation deck, due regard being paid to the nature and location of the space and whether persons are normally employed in that space. In the steering gear space, a second means of escape shall be provided when the emergency steering position is located in that space unless there is direct access to the open deck.

(iv) Escape from machinery control rooms:

Two means of escape shall be provided from a machinery control room located within a machinery space, at least one of which shall provide continuous fire shelter to a safe position outside the machinery space.

(v) Inclined ladders and stairways

For ships constructed on or after the 1st January, 2016, all inclined ladders/stairways fitted to comply with sub-clause (i) of clause (b) of sub-paragraph (3) of paragraph 88 with open treads in machinery spaces being part of or providing access to escape routes but not located within a protected enclosure shall be made of steel. Such ladders/stairways shall be fitted with steel shields attached to their undersides, such as to provide escaping personnel protection against heat and flame from beneath.

(vi) Escape from main workshops within machinery spaces

For ships constructed on or after the 1st January, 2016, two means of escape shall be provided from the main workshop within a machinery space. At least one of these escape

routes shall provide a continuous fire shelter to a safe position outside the machinery space.

(b) Emergency escape breathing devices:

(i) On all ships, within the machinery spaces, emergency escape breathing devices shall be situated ready for use at easily visible places, which can be reached quickly and easily at any time in the event of fire. The location of emergency escape breathing devices shall take into account the layout of the machinery space and the number of persons normally working in the spaces.

(ii) The number and location of these devices shall be indicated in the fire control plan, required in this rule.

(iii) Emergency escape breathing devices shall comply with the requirements stipulated in this rule.

(5) Means of escape on passenger ships from special category and open Ro/Ro spaces to which any passengers carried can have access

(a) In special category and open Ro/Ro spaces to which any passengers carried can have access, the number and locations of the means of escape both below and above the bulkhead deck shall be to the satisfaction of the Director-General and, in general, the safety of access to the embarkation deck shall be at least equivalent to that provided for under sub-clause(i),sub-clause (ii) and items(A) and (B) of sub-clause (iv) of clause (b) of sub paragraph (3). Such spaces shall be provided with designated walkways to the means of escape with a breadth of at least 600 mm. The parking arrangements for vehicles shall maintain the walkways clear at all times.

(b) One of the escape routes from the machinery spaces where the crew is normally employed shall avoid direct access to any special category space.

(6) Means of escape from Ro/Ro spaces:

At least two means of escape shall be provided in Ro/Ro spaces where the crews are normally employed. The escape routes shall provide a safe escape to the lifeboat and liferaft embarkation decks and shall be located at the fore and aft ends of the space.

(7) Additional requirements for Ro/Ro passenger ships:

(a) General:

(i) Escape routes shall be provided from every normally occupied space on the ship to an assembly station. These escape routes shall be arranged so as to provide the most direct route possible to the assembly station and shall be marked with symbols approved by the Director-General.

(ii) The escape route from cabins to stairway enclosures shall be as direct as possible, with a minimum number of changes in direction. It shall not be necessary to cross from one side of the ship to the other to reach an escape route. It shall not be necessary to climb more than two decks up or down in order to reach an assembly station or open deck from any passenger space.

(iii) External routes shall be provided from open decks, as referred to in sub clause (ii) of clause (a) of sub-paragraph (7), to the survival craft embarkation stations.

(iv) Where enclosed spaces adjoin an open deck, openings from the enclosed space to the open deck are, where practicable shall be capable of being used as an emergency exit.

(v) Escape routes shall not be obstructed by furniture and other obstructions. With the exception of tables and chairs which may be cleared to provide open space, cabinets and other heavy furnishings in public spaces and along escape routes shall be secured in place to prevent shifting if the ship rolls or lists. Floor coverings shall also be secured in place. When the ship is underway, escape routes shall be kept clear of obstructions such as cleaning carts, bedding, luggage and boxes of goods.

(b) Instructions for safe escape:

(i) Decks shall be sequentially numbered, starting with “1” at the tank top or lowest deck. These numbers shall be prominently displayed at stair landings and lift lobbies. Decks may also be named, but the deck number is always to be displayed with the name.

(ii) Simple “mimic” plans showing the “you are here” position and escape routes marked by arrows, shall be prominently displayed on the inside of each cabin door and in public spaces. The plan shall show the directions of escape and shall be properly oriented in relation to its position on the ship.

(i) Handrails or other handholds shall be provided in all corridors along the entire escape route, so that a firm handhold is available at every step of the way, where possible, to the assembly stations and embarkation stations. Such handrails shall be provided on both sides of longitudinal corridors more than 1.8 [m] in width and transverse corridors more than 1 [m] in width. Particular attention shall be paid to the need to be able to cross lobbies, atriums and other large open spaces along escape routes. Handrails and other handholds shall be of such strength as to withstand a distributed horizontal load of 750 [N/m] applied in the direction of the centre of the corridor or space, and a distributed vertical load of 750 [N/m] applied in the downward direction. The two loads need not be applied simultaneously.

(ii) The lowest 0.5 [m] of bulkheads and other partitions forming vertical divisions along escape routes shall be able to sustain a load of 750 [N/m] to allow them to be used as walking surfaces from the side of the escape route with the ship at large angles of heel.

CHAPTER XIII OPERATIONAL REQUIREMENTS

89. Operational Readiness and Maintenance

(1) Purpose:

The purpose of this paragraph is to maintain and monitor the effectiveness of the fire safety measures the ship is provided with. For this purpose, the following functional requirements shall be met:

(a) fire protection systems and fire-fighting systems and appliances shall be maintained ready for use; and

(b) fire protection systems and fire-fighting systems and appliances shall be properly tested and inspected.

(2) General requirements :

At all times while the ship is in service, the requirements of clause (a) of sub-paragraph

(1) of paragraph 89 shall be complied with. A ship is not in service when:

– it is in for repairs or lay-up (either at anchor or in port) or in dry-dock;

– it is declared not in service by the owner or the owner’s representative; and

– in the case of passenger ships, there are no passengers on board.

(a) Operational readiness:

(i) The following fire protection systems shall be kept in good order so as to ensure their required performance if a fire occurs:

(A) structural fire protection including fire resisting divisions, and protection of openings and penetrations in these divisions;

(B) fire detection and fire alarm systems; and

(ii) Fire -fighting systems and appliances shall be kept in good working order and readily available for immediate use. Portable extinguishers, which have been discharged, shall be immediately recharged or replaced with an equivalent unit.

(b) Maintenance, testing and inspections:

(i) Maintenance, testing, and inspections shall be carried out in accordance with the guidelines developed by the organisation and as may be specified by the Director-General from time to time, having due regard to the Organisations guidelines, codes, equipment manufacturers’ recommended maintenance schedules, and any other

relevant stakeholder recommendations, so as to ensure the reliability of fire-fighting systems and appliances. The Director-General may also specify, from time to time, the conditions for approval of service providers for the maintenance, operation and testing and inspections of fire-fighting systems and appliances

(ii) The maintenance plan shall be kept on board the ship and shall be available for inspection whenever required.

(iii) The maintenance plan shall include at least the following fire protection systems and fire-fighting systems and appliances, where installed:

(A) fire mains, fire pumps and hydrants including hoses, nozzles and international shore connections;

(B) fixed fire detection and fire alarm systems;

(D) automatic sprinkler, fire detection and fire alarm systems;

(E) ventilation systems including fire and smoke dampers, fans and their controls;

(F) emergency shut down of fuel supply;

(G) fire doors including their controls;

(H) general emergency alarm systems;

(I) emergency escape breathing devices;

(J) portable fire extinguishers including spare charges; and

(K) fire-fighter’s outfits.

(iv) The maintenance programme may be computer-based.

(3) Additional requirements for passenger ships

(a) In addition to the fire protection systems and appliances listed in sub-clause (iii) of clause (b) of sub-rule(2) , ships carrying more than 36 passengers shall have a maintenance plan for low-location lighting and public address systems.

90. Instructions, Onboard Training and Drills

(1) Purpose :

The purpose of this rule is to mitigate the consequences of fire by means of proper instructions for training and drills of persons onboard in correct procedures under emergency conditions. For this purpose, the crew shall have the necessary knowledge and skills to handle fire emergency cases, including passenger care.

(2) General requirements

(a) Instructions, duties and organization:

(i) Crew members shall receive instruction on fire safety onboard the ship.

(ii) Crew members shall also receive instructions on their assigned duties.

(iii) Parties responsible for fire-extinguishing shall be organised. These parties shall have the capability to complete their duties at all times while the ship is in service.

(b) Onboard training and drills:

(i) Crew members shall be trained to be familiar with the arrangements of the ship as well as the location and operation of any fire-fighting systems and appliances that they may be called upon to use.

(ii) Training in the use of the emergency escape breathing devices shall be considered as part of on board training.

(iii) Performance of crew members assigned fire-fighting duties shall be periodically evaluated by conducting onboard training and drills to identify areas in need of improvement, to ensure competency in fire-fighting skills is maintained, and to ensure the operational readiness of the fire-fighting organization.

(iv) Onboard training in the use of the ship’s fire-extinguishing systems and appliances shall be planned and conducted.

(v) Fire drills shall be conducted and recorded, having due regard to notification of passengers and movement of passengers to assembly stations and embarkation decks.

(vi) An onboard means of recharging breathing apparatus cylinders used during drills shall be provided or a suitable number of spare cylinders shall be carried onboard to replace those used.

(i) A training manual shall be provided in each crew mess room and recreation room or in each crew cabin.

(ii) The training manual shall be written in the working language of the ship.

(iii) The training manual, which may comprise several volumes, shall contain the instructions and information required in sub-clause (iv) of clause (c) of sub-paragraph (2) in easily understood terms and illustrated wherever possible. Any part of such information may be provided in the form of audio-visual aides in lieu of the manual.

(iv) The training manual shall explain the following in detail:

(A) general fire safety practice and precautions related to the dangers of smoking, electrical hazards, flammable liquids and similar common shipboard hazards;

(B) general instructions on fire-fighting activities and fire-fighting procedures including procedures for notification of a fire and use of manually operated call points;

(D) operation and use of fire-fighting systems and appliances;

(E) operation and use of fire doors;

(F) operation and use of fire and smoke dampers; and

(G) escape systems and appliances.

(d) Fire control plans:

(i) General arrangement plans shall be permanently exhibited for the guidance of the ship’s officers, showing clearly for each deck the control stations, the various fire sections enclosed by “A” class divisions, the sections enclosed by “B” class divisions together with particulars of the fire detection and fire alarm systems, the sprinkler installation, the fire-extinguishing appliances, means of access to different compartments, decks, etc., and the ventilating system including particulars of the fan control positions, the position of dampers and identification numbers of the ventilating fans serving each section. Alternatively, at the discretion of the Director-General, the details may be set out in a booklet, a copy of which shall be supplied to each officer, and one copy shall at all times be available on board in an accessible position. Plans and booklets shall be kept up to date; any alterations thereto shall be recorded as soon as practicable. Description in such plans and booklets shall be in the language or languages required by the Director-General. If the language is neither English nor French, a translation into one of those languages shall be included.

(ii) A duplicate set of fire control plans or a booklet containing such plans shall be permanently stored in a prominently marked weathertight enclosure outside the deckhouse for the assistance of shore-side fire-fighting personnel.

(3) Additional requirements for passenger ships

(a) Fire drills: In addition to the requirement of sub-clause (iii) of clause (b) of sub-paragraph (2) pargarph 90 fire drills shall be conducted in accordance with the provisions of regulation III/30 of International Convention for the Safety of Life at Sea having due regard to notification of passengers and movement of passengers to assembly stations and embarkation decks.

(b) Fire control plans: In ships carrying more than 36 passengers, plans and booklets required by this rule shall provide information regarding fire protection, fire detection and fire extinction based on the guidelines issued by the IMO.

91. Operations

(1) Purpose

The purpose of this rule is to provide information and instructions for proper ship and cargo handling operations in relation to fire safety. For this purpose, the following functional requirements shall be met:

(a) fire safety operational booklets shall be provided on board; and

(b) flammable vapour releases from cargo tank venting shall be controlled

(2) Fire safety operational booklets:

(a) The required fire safety operational booklet shall contain the necessary information and instructions for the safe operation of the ship and cargo handling operations in relation to fire safety. The booklet shall include information concerning the crew’s responsibilities for the general fire safety of the ship while loading and discharging cargo and while underway. Necessary fire safety precautions for handling general cargoes are to be explained.

(b) The fire safety operational booklet shall be provided in each crew mess room and recreation room or in each crew cabin.

(d) The fire safety operational booklet may be combined with the training manuals required in rule.

92. Alternative design and arrangements. –

(1) Purpose:

The purpose of this rule is to provide a methodology for alternative design and arrangements for fire safety.

(2) General:

(a) Fire safety design and arrangements may deviate from the prescriptive requirements set out in these rules, provided that the design and arrangements meet the fire safety objectives and the functional requirements.

(b) When fire safety design or arrangements deviate from the prescriptive requirements of this chapter, engineering analysis, evaluation and approval of the alternative design and arrangements shall be carried out in accordance with this rule.

(3) Engineering analysis:

The engineering analysis is to be prepared and submitted to the Director-General, and based on the guidelines developed by the organisation and shall include, as a minimum, the following elements:

(a) determination of the ship type and space(s) concerned;

(b) identification of prescriptive requirement(s) with which the ship or the space(s) shall not comply;

(i) identification of the possible ignition sources;

(ii) identification of the fire growth potential of each space concerned;

(iii) identification of the smoke and toxic effluent generation potential for each space concerned;

(iv) identification of the potential for the spread of fire, smoke or of toxic effluents from the space(s) concerned to other spaces;

(d) determination of the required fire safety performance criteria for the ships or the space(s) concerned addressed by the prescriptive requirement(s), in particular:

(i) performance criteria shall be based on the fire safety objectives and on the functional requirements of thisrule;

(ii) performance criteria shall provide a degree of safety not less than that achieved by using the prescriptive requirements; and

(iii) performance criteria shall be quantifiable and measurable;

(e) detailed description of the alternative design and arrangements, including a list of the assumptions used in the design and any proposed operational restrictions or conditions; and

(f) technical justification demonstrating that the alternative design and arrangements meet the required fire safety performance criteria.

(4) Evaluation of the alternative design and arrangements.-

(a) The engineering analysis required in sub-paragraph (3) shall be evaluated and approved by the Director-General taking into account the guidelines developed by the Organization.

(b) A copy of the documentation, as approved by the Director-General, indicating that the alternative design and arrangements comply with this rule shall be carried onboard the ship.

(5) Exchange of information.-

The Director General shall communicate to the organisation pertinent information concerning alternative design and arrangements approved by them for circulation to all contracting governments.

(6) Re-evaluation due to change of conditions.-

If the assumptions, and operational restrictions that were stipulated in the alternative design and arrangements are changed, the engineering analysis shall be carried out under the changed condition and shall be approved by the Director-General

CHAPTER-XIV SPECIAL REQUIREMENTS

93. Helicopter facilities.-

(1) Purpose:

The purpose of this paragraph is to provide additional measures in order to address the fire safety objectives of this chapter for ships fitted with special facilities for helicopters. For this purpose, the following functional requirements shall be met:

(a) helideck structure shall be adequate to protect the ship from the fire hazards associated with helicopter operations;

(b) firefighting appliances shall be provided to adequately protect the ship from the fire hazards associated with helicopter operations;

(c) refueling and hangar facilities and operations shall provide the necessary measures to protect the ship from the fire hazards associated with helicopter operations; and

(d) operation manuals and training shall be provided.

(2) Application:

(a) In addition to complying with the requirements of regulations in these paragraphs as appropriate, ships equipped with helidecks shall comply with the requirements of this paragraph.

(b) Where helicopters land or conduct winching operations on an occasional or emergency basis on ships without helidecks, fire-fighting equipment fitted in accordance with the requirements in the rule may be used. This equipment shall be made readily available in close proximity to the landing or winching areas during helicopter operations.

(c) Notwithstanding the requirements of clause (b) of sub-paragraph (2) above, ships constructed on or after the 1st January, 2020, having a helicopter landing area, shall be provided with foam firefighting appliances which comply with the relevant provisions of chapter 17 of the fire safety systems code.

(d) Notwithstanding the requirements of clause (b) or clause (c) of sub-paragraph (2) above, Ro/Ro passenger ships without helidecks shall comply with regulation III/28 of International Convention of Safety of Life at Sea

(3) Structure

(a) Construction of steel or other equivalent material

In general, the construction of the helidecks shall be of steel or other equivalent materials. If the helideck forms the deckhead of a deckhouse or superstructure, it shall be insulated to “A-60” class standard.

(b) Construction of aluminium or other low melting point metals

If the Director-General permits aluminium or other low melting point metal construction that is not made equivalent to steel, the following provisions shall be satisfied:

(i) if the platform is cantilevered over the side of the ship, after each fire on the ship or on the platform, the platform shall undergo a structural analysis to determine its suitability for further use; and

(ii) If the platform is located above the ship’s deckhouse or similar structure, the following conditions shall be satisfied:

(A) the deckhouse top and bulkheads under the platform shall have no openings;

(B) windows under the platform shall be provided with steel shutters; and

(C) after each fire on the platform or close proximity, the platform shall undergo a structural analysis to determine its suitability for further use.

(4) Means of escape

A helideck shall be provided with both a main and an emergency means of escape and access for firefighting and rescue personnel. These shall be located as far apart from each other as is practicable and preferably on opposite sides of the helideck.

(5) Fire -fighting appliances

(a) In close proximity to the helideck, the following fire-fighting appliances shall be provided and stored near the means of access to that helideck:

(i) at least two dry powder extinguishers having a total capacity of not less than 45 kg;

(ii) carbon dioxide extinguishers of a total capacity of not less than 18 kg or equivalent;

(iii) a suitable foam application system consisting of monitors or foam making branch pipes capable of delivering foam to all parts of the helideck in all weather conditions in which helicopters can operate. The system shall be capable of delivering a discharge rate as required in table 18.1 for at least five minutes;

Table 1 – Foam discharge rates

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