S.I. No. 640/2020 - Merchant Shipping (Passenger Ships) Rules 2020

S.I. No. 640/2020 - Merchant Shipping (Passenger Ships) Rules 2020 Skip to content Disclaimer Feedback Helpdesk Gaeilge Léim go dtí an t-ábhar Séanadh Aiseolas Deasc chabhrach English Gaeilge English Produced by the Office of the Attorney General Táirgthe ag Oifig an Ard-Aighne Home Legislation Acts of the Oireachtas Statutory Instruments Pre-1922 Legislation Constitution External Resources Bills (Houses of the Oireachtas) Iris Oifigiúil / Official Gazette Revised Acts (LRC) Classified List of Legislation (LRC) Translations (acts.

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s)or rangeBliain nó blianta nó raon TypeCineál All Legislation Acts Statutory Instruments Advanced SearchCuardach Casta HomeBaile Statutory InstrumentsIonstraimí Reachtúla 2020 S.I. No. 640/2020 - Merchant Shipping (Passenger Ships) Rules 2020 S.I. No. 640/2020 - Merchant Shipping (Passenger Ships) Rules 2020 AmendmentsLeasuithe Download PDF Íoslódáil PDF Notice of the making of this Statutory Instrument was published in “Iris Oifigiúil” of 29th December, 2020. ARRANGEMENT OF RULES PART 1 PRELIMINARY AND GENERAL 1. Citation 2. Interpretation 3. Application 4. Safety requirements – passenger ships 5. Stability requirements for ro-ro passenger ships 6. Safety requirements for persons with reduced mobility 7. Surveys – passenger ships 8. Certificates – passenger ships PART 2 CONSTRUCTION RULES Structure of Ships 9. Prohibition on the new installation of materials containing asbestos 10. Construction drawings maintained on board and ashore Intact stability, subdivision and damage stability 11. Intact stability 12. Watertight subdivision 13. Floodable length 14. Permissible length of compartments and factor of subdivision 15. Special requirements concerning ship subdivision 16. Stability in damaged conditions – general 17. Stability in damaged conditions for a new passenger ship 18. Calculation of damage stability 19. Peak and machinery space bulkheads 20. Double bottoms 21. Assigning, marking and recording of subdivision load lines 22. Construction and initial testing of watertight bulkheads 23. Openings in watertight bulkheads 24. Ships carrying goods vehicles and accompanying personnel 25. Openings in the shell plating below the margin line 26. Watertight integrity of passenger ships above the margin line 27. Closure of cargo loading doors 28. Watertight integrity from the ro-ro deck (bulkhead deck) to spaces below 29. Access to ro-ro decks 30. Closure of bulkheads on the ro-ro deck 31. Stability information 32. Damage control plans 33. Integrity of the hull and superstructure, damage prevention and control 34. Marking, periodical operation and inspection of watertight doors, etc. 35. Entries in log 36. Railings Machinery 37. General requirements for machinery installations 38. Internal combustion engines 39. Bilge pumping arrangement 40. Number and type of bilge pumps 41. Means of going astern 42. Steering gear 43. Additional requirements for electric and electro-hydraulic steering gear 44. Ventilating systems in machinery spaces 45. Communication between the navigating bridge and machinery space 46. Engineers’ alarm 47. Location of emergency installations 48. Machinery controls 49. Steam pipe systems 50. Air pressure systems 51. Protection against noise 52. Lifts Electrical Installations 53. General requirements for electrical installations 54. Main source of electrical power and lighting 55. Emergency source of electrical power 56. Supplementary emergency lighting for ro-ro ships 57. Precautions against shock, fire and other hazards of electrical origin Additional requirements for passenger ships constructed with periodically unattended machinery spaces 58. Special consideration 59. General requirements for periodically unattended machinery spaces 60. Fire precautions 61. Protection against flooding 62. Control of propulsion machinery from the navigating bridge 63. Alarm system 64. Safety systems 65. Special requirements for machinery, boiler and electrical installations 66. Automatic control and alarm system PART 3 FIRE PROTECTION RULES Part A – General 67. Interpretation (Part 3) 68. Objectives of Fire Protection Rules 69. Obligation on ships undergoing repairs, alterations, modifications, etc. 70. Fire pumps, fire mains, hydrants, hoses and nozzles 71. Application of Rules 72 to 78 72. Capacity of fire pumps 73. Arrangements of fire pumps, fire mains and ready availability of water supply 74. Diameter of and pressure in the fire mains 75. Number and position of hydrants 76. Pipes and hydrants 77. Fire hoses 78. Nozzles 79. Fire pumps, fire mains, hydrants, hoses, nozzles and ready availability of water supply in a new Class C or D passenger ship 80. Fixed gas fire-extinguishing systems 81. Fixed fire-extinguishing systems – carbon dioxide systems 82. Fixed low-expansion foam fire-extinguishing systems fitted in machinery spaces in addition to the requirements of Rule 86 83. Fixed high-expansion foam fire-extinguishing systems in machinery spaces 84. Fixed pressure water-spraying fire-extinguishing systems in machinery spaces 85. Portable fire extinguishers 86. Fire-extinguishing arrangements in machinery spaces 87. Special arrangements in machinery spaces 88. Fixed fire detection and fire alarm systems – general 89. Fixed fire detection and fire alarm systems – installation requirements 90. Fixed fire detection and fire alarm systems – design requirements 91. Arrangements for oil fuel, lubricating oil and other flammable oils 92. Miscellaneous items 93. Fire control plans 94. Operational readiness and maintenance 95. Instructions, on-board training and drills Part B – Fire Safety Measures 96. Structure 97. Main vertical zones and horizontal zones 98. Bulkheads within a main vertical zone 99. Fire integrity of bulkheads and decks in new ships carrying more than 36 passengers 100. Fire integrity of bulkheads and decks in new ships carrying not more than 36 passengers 101. Means of escape 102. Escape routes on ro-ro passenger ships 103. Penetrations and openings in “A” and “B” class divisions 104. Protection of stairways and lifts in accommodation and service spaces 105. Ventilation systems for passenger ships built before 1 January 2018 carrying more than 36 passengers 106. Ventilation systems for passenger ships built before 1 January 2018 carrying not more than 36 passengers 107. Ventilation systems in passenger ships constructed on or after 1 January 2003 and before 1 January 2018 108. Ventilation systems in passenger ships constructed on or after 1 January 2018 109. Ventilation systems – arrangement of ducts in passenger ships constructed on or after 1 January 2018 110. Ventilation systems – details of fire dampers and duct penetrations in passenger ships constructed on or after 1 January 2018 111. Ventilation systems for passenger ships carrying more than 36 passengers constructed on or after 1 January 2018 112. Ventilation systems – exhaust ducts from galley ranges in passenger ships constructed on or after 1 January 2018 113. Ventilation systems – ventilation rooms serving machinery spaces of category A containing internal combustion machinery in passenger ships constructed on or after 1 January 2018 114. Ventilation systems – ventilation systems for laundries in a passenger ship carrying more than 36 passengers constructed on or after 1 January 2018 115. Windows and sidescuttles 116. Restricted use of combustible material 117. Details of construction 118. Fixed fire detection and fire alarm systems 119. Protection of special category spaces 120. Fire patrols, detection, alarms and public address systems 121. Special requirements for ships carrying dangerous goods PART 4 RULES FOR LIFE-SAVING APPLIANCES 122. Interpretation (Part 4) 123. Life-saving appliances on a new Class A passenger ship 124. Communication, survival craft and rescue boats, personal life-saving appliances 125. Emergency alarm system, public address system, muster list and emergency instructions, radiocommunications personnel, operating instructions, training manual and instructions for maintenance 126. Manning of survival craft and supervision 127. Survival craft muster and embarkation arrangements 128. Requirements for ro-ro passenger ships 129. Decision support system for masters 130. Launching stations 131. Stowage of survival craft 132. Stowage of rescue boats 133. Stowage of marine evacuation systems 134. Survival craft launching and recovering arrangements 135. Rescue boat embarkation, launching and recovery arrangements 136. Recovery of persons from the water 137. Emergency instructions 138. Operational readiness, maintenance and inspections 139. Abandon ship training and drills 140. Records PART 5 RADIO RULES 141. Radiocommunications – application 142. Radiocommunications equipment on Class D passenger ships 143. Sources of energy on Class D passenger ships SCHEDULE 1 SEA AREAS SCHEDULE 2 SCHEDULE 3 GUIDELINES FOR SAFETY REQUIREMENTS FOR PASSENGER SHIPS FOR PERSONS WITH REDUCED MOBILITY SCHEDULE 4 STABILITY INFORMATION I, EAMON RYAN, Minister for Transport, in exercise of the powers conferred on me by sections 10 (inserted by section 7 of the Merchant Shipping Act 2010 (No. 14 of 2010)) and 15 (inserted by section 8 of the Merchant Shipping Act 2010 ) (as adapted by the Communications, Climate Action and Environment (Alteration of Name of Department and Title of Minister) Order 2020 ( S.I. No. 373 of 2020 )) of the Merchant Shipping (Safety Convention) Act 1952 (No. 29 of 1952), sections 82 and 84 of the Merchant Shipping Act 2010 (as adapted by the Transport, Tourism and Sport (Alteration of Name of Department and Title of Minister) Order 2020 ( S.I. No. 351 of 2020 )), and after consultation with the Minister for the Environment, Climate and Communications in relation to Part 5 of the following rules, hereby make the following rules: PART 1 PRELIMINARY AND GENERAL Citation 1. These Rules may be cited as the Merchant Shipping (Passenger Ships) Rules 2020. Interpretation 2.

(1)In these Rules— “accommodation spaces” means those spaces used for public spaces, corridors, lavatories, cabins, offices, hospitals, cinemas, games and hobbies rooms, barber shops, pantries containing no cooking appliances, and similar spaces; “Act of 1992” means Merchant Shipping Act 1992 (No. 2 of 1992); “auxiliary steering gear” means the equipment other than any part of the main steering gear, necessary to steer the ship in the event of failure of the main steering gear but not including the tiller, quadrant or components serving the same purpose; “breadth of the ship” means the extreme width from outside of frame to outside of frame at or below the deepest subdivision load line; “bulkhead deck” means the uppermost deck up to which the transverse watertight bulkheads are carried; “cargo spaces” means all spaces used for cargo, including cargo oil tanks, and trunks to such spaces; “complete deck” means a watertight deck or equivalent structure consisting of a non-watertight deck completely covered by a weathertight structure of adequate strength to maintain the weathertight integrity and fitted with weathertight closing appliances; “control stations” means 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; “dead ship condition” means the condition under which the main propulsion plant, boilers and auxiliaries are not in operation due to the absence of power; “deadweight” means the difference in tonnes between the displacement of a ship in water of a specific gravity of 1.025 at the load waterline corresponding to the assigned summer freeboard and the lightweight of the ship; “deepest subdivision load line” means the waterline that corresponds to the greatest draught permitted by the subdivision requirements that are applicable; “domestic voyage” means a voyage in sea areas from a place in the State to the same or another place within the State; “draught” means the vertical distance from the moulded base line amidships to the subdivision load line in question; “emergency condition” means a 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; “emergency source of electrical power” means a source of electrical power intended to supply the emergency switchboard in the event of failure of the supply from the main source of electrical power; “emergency switchboard” means a switchboard 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; “flashpoint” means the temperature in degrees Celsius (closed cup test) at which a product will give off enough flammable vapour to be ignited, as determined by an approved flashpoint apparatus; “floodable length” at a given point means the maximum portion of the length of the ship, having its centre at the point in question, which can be flooded, under the assumption for permeability given in Rule 18

(1), without the ship being submerged beyond the margin line; “IMO” means International Maritime Organization; “length”, unless expressly provided otherwise, means 96 per cent of the total length on a waterline at 85 per cent of the least moulded depth measured from the top of the keel, or the length from the fore-side of the stem to the axis of the rudder stock on that waterline, if that be greater. In ships designed with a rake of keel, the waterline on which this length is measured shall be parallel to the designed waterline; “length of the ship” for the purpose of Rules 11 to 36, means the length measured between perpendiculars taken at the extremities of the deepest subdivision load line; “line of coast” means land being the mainland of the State or any island which is normally inhabited and which has piers or berthing facilities which are in regular use; “lightweight” means the displacement of a ship in tonnes without cargo, fuel, lubricating oil, ballast water, fresh water and feedwater in tanks, consumable stores, and passengers and crew and their effects; “Load Line Rules” means the Merchant Shipping (Load Line) Rules 2001 ( S.I. No. 424 of 2001 ); “machinery space” for the purpose of Rules 11 to 36, means any space extending from the moulded base line to the margin line and between the extreme main transverse watertight bulkheads, bounding the spaces containing the main and auxiliary propulsion machinery, and boilers serving the needs of propulsion; “machinery spaces” for the purpose of Rules 37 to 121, means all machinery spaces of category A and all other spaces containing propelling machinery, boilers, oil fuel units, steam and 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; “machinery spaces of category A” means those spaces and trunks to such spaces which contain– (

a)internal combustion machinery used for main propulsion, (
b)internal combustion machinery used for purposes other than main propulsion where such machinery has in the aggregate a total power output of not less than 375 kW, or (
c)any oil-fired boiler or oil fuel unit; “main generating station” means the space in which the main source of electrical power is situated; “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 stock, such as the tiller or quadrant, necessary for effecting movement of the rudder for the purpose of steering the ship under normal service conditions; “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 condition; “main switchboard” means a switchboard which is directly supplied by the main source of electrical power and is intended to distribute electrical energy to the ship’s services; “margin line” means a line drawn at least 76 mm below the upper surface of the bulkhead deck at side; “maximum ahead service speed” means the greatest speed which the ship is designed to maintain in service at sea at the deepest seagoing draught; “maximum speed astern” means the speed which it is estimated the ship can attain at the designed maximum astern power at the deepest seagoing draught; “Minister” means Minister for Transport; “moulded depth” – (
a)means the vertical distance measured from the top of the keel to the top of the freeboard deck beam at side. In wood and composite ships, the distance is measured from the lower edge of the keel rabbet. Where the form at the lower part of the midship section is of a hollow character, or where thick garboards are fitted, the distance is measured from the point where the line of the flat of the bottom continued inwards cuts the side of the keel; (
b)in ships having rounded gunwales, shall be measured to the point of intersection of the moulded lines of the deck and side shell plating, the lines extending as though the gunwale were of angular design; (
c)where the freeboard deck is stepped and the raised part of the deck extends over the point at which the moulded depth is to be determined, shall be measured to a line of reference extending from the lower part of the deck along a line parallel with the raised part; “new passenger ship” means – (
a)a passenger ship the keel of which was laid or which was at a similar stage of construction on or after 1 July 1998, or (
b)a ship that is converted on or after 1 July 1998 to a passenger ship to operate in sea areas A, B, C or D. In the case of such a passenger ship, the date of construction shall be the date on which the conversion commences; “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; “oil fuel unit” means the equipment used for the preparation of oil fuel for delivery to an oil-fired boiler, or equipment used for the preparation for delivery of heated oil to an internal combustion engine, and includes any oil pressure pumps, filters and heaters dealing with oil at a pressure greater than 0.18 N/mm2; “passenger” means any person carried on a ship other than – (
a)the owner or a person to whom the ship is on hire or a person employed or engaged in any capacity on board the ship on the business of the ship, or (
b)a person on board the ship either in pursuance of the obligation laid upon the master of the ship to carry shipwrecked, distressed or other persons or by reason of any circumstances that could not have been prevented or forestalled by the master or the owner of the ship; “passenger ship” means a ship that carries more than 12 passengers; “passenger spaces” means those spaces that are provided for the accommodation and use of passengers, excluding baggage, store, provision and mail rooms; “permeability” in relation to a space means the percentage of that space which can be occupied by water. The volume of a space which extends above the margin line shall be measured only to the height of that line; “positive stability” means the ability of a craft to return to its original position after the removal of a heeling moment; “power actuating system” means the hydraulic equipment provided for supplying power to turn the rudderstock, comprising a steering gear power unit or units, together with the associated pipes and fittings, and a rudder actuator. The power actuating systems may share common mechanical components, that is, tiller, quadrant and rudder stock, or components serving the same purpose; “public spaces” means those portions of the accommodation that are used for halls, dining rooms, lounges and similar permanently enclosed spaces; “Radio Rules of 1992” means the Merchant Shipping (Radio) Rules 1992 ( S.I. No. 224 of 1992 ); “Radio Rules of 2018” means the Merchant Shipping (Radio) Rules 2018 ( S.I. No. 452 of 2018 ); “recognised organisation” means an organisation recognised in accordance with Regulation (EC) No. 391/2009 of the European Parliament and of the Council of 23 April 20091 ; “Regulations of 2011” means the European Communities (Ship Inspection and Survey Organisations) Regulations 2011 ( S.I. No. 275 of 2011 ); “Regulations of 2017” means the European Union (Marine Equipment) Regulations 2017 ( S.I. No. 177 of 2017 ); “repairs, alterations or modifications of a major character” includes any change that substantially – (
a)alters the dimensions of a ship, such as the lengthening of the ship by adding new midbody, (
b)alters the passenger-carrying capacity of a ship, such as the conversion of a vehicle deck to passenger accommodation, or (
c)increases a ship’s service life, such as the renewal of passenger accommodation on one entire deck; “ro-ro cargo spaces” means spaces not normally subdivided in any way and 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 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; “ro-ro passenger ship” means a passenger ship with ro-ro cargo spaces or special category spaces; “Rules of 2018” means the Merchant Shipping (Life-Saving Appliances) Rules 2018 ( S.I. No. 438 of 2018 ); “Safety Convention” means the International Convention for the Safety of Life at Sea signed in London on behalf of the Government on 1 November 1974 together with the Protocol to the International Convention for the Safety of Life at Sea signed in London on behalf of the Government on 17 February 1978 and the Protocol to the International Convention for the Safety of Life at Sea signed in London on behalf of the Government on 11 November 1988 and any amendments made to it up to and including those adopted by the 90th session of the Maritime Safety Committee of the International Maritime Organization held between 16 and 25 May 2012 and which have entered into force in respect of the State pursuant to Article VIII prior to the passing of the Merchant Shipping (Registration of Ships) Act 2014 (No. 43 of 2014) on 25 December 2014; “service spaces” means those spaces used for galleys, pantries containing cooking appliances, lockers, mail and specie rooms, storerooms, workshops other than those forming part of the machinery spaces, and similar spaces and trunks to such spaces; “ship with a full deck” means a ship that is provided with a complete deck, exposed to weather and sea, which has permanent means of closing all openings in the weatherpart thereof and below which all openings in the sides of the ship are fitted with permanent means of at least weathertight closing; “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; “special category spaces” means those enclosed vehicle spaces above or below the bulkhead deck, into and from which vehicles can be driven and to which passengers have access. Special category spaces may be accommodated on more than one deck provided that the total overall clear height for vehicles does not exceed 10 metres; “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 systems comprise transmitters, receivers, hydraulic control pumps and their associated motors, motor controllers, piping and cables; “steering gear power unit” means – (
a)in the case of electric steering gear, an electric motor and its associated electrical equipment, (
b)in the case of electrohydraulic steering gear, an electric motor and its associated electrical equipment and connected pump, or (
c)in the case of other hydraulic steering gear, a driving engine and connected pump; “subdivision load line” means the waterline used in determining the subdivision of the ship; “surveyor of ships” means a person appointed under section 724 of the Merchant Shipping Act 1894 to be a surveyor of ships for the purposes of that Act; “watertight”, in relation to structure, means capable of preventing the passage of water through the structure in any direction under the head of water likely to occur in the intact or damage condition; “weather deck” means a deck that is completely exposed to the weather from above and from at least two sides; “weathertight” means that water will not penetrate into the ship in any sea conditions.

(2)For the purposes of these Rules, sea areas are divided into the following categories: (

a)‘Area A’ meaning a sea area outside of areas B, C and D; (
b)‘Area B’ meaning a sea area whose geographical coordinates are at no point more than 20 miles from the line of coast, corresponding to the medium tide height, but which is outside of areas C and D; (
c)‘Area C’ meaning a sea area whose geographical coordinates are at any point no more than 5 miles from the line of coast, corresponding to the medium tide height, but outside of sea area D if any. Additionally, the probability of the significant wave height exceeding 2.5 metres shall be smaller than 10 per cent for a period of one year for all-year-round operation, or for a specific period for seasonal operation, such as summer period operation; (
d)‘Area D’ meaning a sea area whose geographical coordinates are at any point no more than 3 miles from the line of coast, corresponding to the medium tide height. Additionally, the probability of the significant wave height exceeding 1.5 metres shall be smaller than 10 per cent for a period of one year for all-year-round operation, or for a specific period for seasonal operation, such as summer period operation.

(3)A list of the sea areas for the purposes of paragraph

(2)is set out in Schedule 1. Application 3.

(1)These Rules apply to new passenger ships (other than high-speed passenger craft to which the European Union (Passenger Ships) Regulations 2019 ( S.I. No. 676 of 2019 ) apply) of less than 24 metres in length, constructed of steel or aluminium, as described in paragraph

(2), regardless of their flag, when engaged on a domestic voyage.

(2)Passenger ships are divided into the following classes according to the sea area in which they may operate: (

a)“Class A” meaning a passenger ship engaged on a domestic voyage in Areas A, B, C and D; (
b)“Class B” meaning a passenger ship engaged on a domestic voyage in Areas B, C and D; (
c)“Class C” meaning a passenger ship engaged on a domestic voyage in Areas C and D; (
d)“Class D” meaning a passenger ship engaged on a domestic voyage in Area D.

(3)The instruments specified in Schedule 2 shall not apply to passenger ships to which these Rules apply. Safety requirements – passenger ships 4.

(1)In a new passenger ship: (

a)the construction and maintenance of the hull, main and auxiliary machinery, electrical and automatic plants shall comply with the standards specified for classification by the rules of a recognised organisation authorised under Regulation 4 of the Regulations of 2011; (
b)the provisions of Chapter IV, including the 1988 Global Maritime Distress and Safety System (GMDSS) amendments, Chapters V and VI of the Safety Convention shall apply to a Class A, B and C passenger ship; (
c)the provisions for shipborne navigational equipment of Regulations 17, 18, 19, 20 and 21 of Chapter V of the Safety Convention, shall apply; (
d)all shipboard marine equipment, as listed in implementing acts of the European Union adopted in accordance with Article 35 of Directive 2014/90/EU of the European Parliament and of the Council of 23 July 20142 , placed or to be placed on board the ship shall comply with the Regulations of 2017.

(2)A new passenger ship shall comply with the following: (

a)in relation to new passenger ships: (
i)a new Class A passenger ship shall comply with the requirements of the Safety Convention, and with the specific relevant requirements for Class A passenger ships as specified in these Rules; (
ii)a new Class B, C or D passenger ship shall comply with the specific relevant requirements that apply to each Class, as appropriate, as specified in these Rules. (
b)in relation to load line requirements: (
i)the Load Line Rules or an equivalent level of safety to the satisfaction of the Minister having regard to the length and class of a ship and any restrictions to be placed on its operations; (
ii)notwithstanding clause (i), the minimum bow height requirement provided for in paragraph 16

(5)of Schedule 4 to the Load Line Rules shall not apply to a new passenger ship of Class D; (iii) a new passenger ship of Class A, B, C or D shall be a ship with a full deck.

(3)Where these Rules require that the hull or machinery of a ship shall be constructed in a particular manner, or that particular equipment shall be provided, or particular provision shall be made, the Minister may approve the hull or machinery of the ship to be constructed in any other manner or any other equipment to be provided or other provision made, if the Minister is satisfied by trial thereof or otherwise that such other construction or equipment or other provision is at least as effective as that required by these Rules. Stability requirements for ro-ro passenger ships 5. A ro-ro passenger ship of Class A, B or C, the keel of which is laid or at a similar stage of construction on or after 1 October 2004, shall comply with the stability requirements in the Merchant Shipping (Ro-Ro Passenger Ship Survivability) Rules 1998 to 2006. Safety requirements for persons with reduced mobility 6.

(1)Every owner, operator and master of a Class A, B, C or D passenger ship to which these Rules apply used for public transport, the keel of which is laid or is at a similar stage of construction on or after 1 October 2004, shall in respect of each such ship ensure that appropriate measures are taken, based where practicable on the guidelines in Schedule 3, to enable persons with reduced mobility to have safe access to such passenger ships.

(2)Where a modification of a passenger ship referred to in paragraph

(1)is proposed, the owner, operator and master of such vessels shall apply the guidelines in Schedule 3 as far as is reasonable and practicable in economic terms. Surveys — passenger ships 7.

(1)A new passenger ship shall be surveyed in accordance with section 6 of the Act of 1992.

(2)A survey to which this Rule applies shall be carried out by a surveyor of ships or a recognised organisation authorised under Regulation 4 of the Regulations of 2011. Certificates — passenger ships 8.

(1)Sections 9, 10 and 11 of the Act of 1992 shall apply to a survey to which Rule 7 relates as they apply to a survey to which Part II of that Act relates and references in those sections to a survey shall include references to a survey carried out under Rule 7.

(2)Section 8 of the Act of 1992 shall apply to a survey carried out on a passenger ship referred to in Rule 7 as it applies to a survey carried out under Part II of that Act. PART 2 CONSTRUCTION RULES Structure of ships Prohibition on the new installation of materials containing asbestos 9.

(1)This Rule applies to materials used for the structure, machinery, electrical installations and equipment in a passenger ship.

(2)The new installation of materials that contain asbestos is prohibited in a passenger ship. Construction drawings maintained on board and ashore 10.

(1)In the case of a Class B, C or D passenger ship constructed on or after 1 January 2012, a set of as-built construction drawings and other plans showing any subsequent structural alterations to the ship, having regard to IMO MSC/Circ.1135 of 15 December 2004, shall be kept on board the ship.

(2)An additional set of the drawings referred to in paragraph

(1)shall be kept ashore by the Company.

(3)In this Rule, “Company” means the owner of the ship or any other organisation or person such as the manager, or the bareboat charterer, who has assumed the responsibility for operation of the ship from the owner of the ship and who on assuming such responsibility has agreed to take over all the duties and responsibilities imposed by the International Safety Management Code. Intact stability, subdivision and damage stability Intact stability 11.

(1)A new passenger ship of Class A, B, C or D shall, in all loading conditions, satisfy the following stability criteria after due correction for the effect of free surface of liquids in tanks in accordance with the assumptions of paragraph 3.3 of IMO Resolution A.749

(18): (

a)the area under the curve of righting lever (GZ curve) shall not be less than: (
i)0.055 metre-radians up to an angle of heel of 30°; (
ii)0.09 metre-radians up to an angle of heel of either 40° or the angle of flooding, that being the angle of heel at which the lower edges of any openings in the hull, superstructures or deckhouses, being openings that cannot be closed weathertight, are immersed, if that angle is less than 40°; (iii) 0.03 metre-radians between the angles of heel of 30° and 40° or between 30° and the angle of flooding if this angle is less than 40°; (
b)the righting lever GZ shall be at least 0.20 metre at an angle of heel equal to or greater than 30°; (
c)the maximum righting lever GZ shall occur at an angle of heel not less than 25°. Where this is not practicable, alternative criteria based on an equivalent level of safety may be applied, subject to the approval of the Minister; (
d)the initial transverse metacentric height shall not be less than 0.15 metre.

(2)The loading conditions to be considered in order to verify compliance with the stability criteria set out in paragraph

(1)shall at a minimum include those listed in paragraph 3.5.1.1 of IMO Resolution A.749

(18).

(3)(a) A new passenger ship of Class A, B, C or D shall comply with the additional Severe Wind and Rolling Criterion given in paragraph 3.2 of Chapter 3 of IMO Resolution A.749

(18). (b) In the case of a new passenger ship of Class C or D, the value of P to be used in the calculation of wind heeling levers may be reduced subject to the approval of the Minister.

(4)In this Rule a reference to IMO Resolution A.749

(18)is a reference to that Resolution in its updated form. Watertight subdivision 12.

(1)A new passenger ship of Class B, C or D shall be subdivided by bulkheads, which shall be watertight up to the bulkhead deck, into watertight compartments the maximum length of which shall be calculated according to the specific requirements that apply to the ship as set out in Rules 13 and 14.

(2)Every other portion of the internal structure of a passenger ship referred to in paragraph

(1), which affects the efficiency of the subdivision of the ship, shall be watertight.

(3)As an alternative to the requirements in paragraph

(1),the following requirements may apply in the case of the specified new passenger ships: (

a)in a new Class B, C or D ship the keel of which was laid or was at a similar stage of construction on or before 31 December 2009, the Regulations on subdivision and stability of passenger ships as an equivalent to Part B of Chapter II of the International Convention for the Safety of Life at Sea 1960, as given in IMO Resolution A.265(VIII), may be used, if applied in their entirety; (
b)in a Class B, C or D ship the keel of which was laid or was at a similar stage of construction on or after 1 January 2009 and before 31 December 2019, the appropriate provisions of the Safety Convention Chapter II-1, Part B, as laid down in Annex 2 of IMO Resolution MSC.216

(82); (c) in a Class B, C or D ship the keel of which was laid or was at a similar stage of construction on or after 1 January 2020, the requirements in the appropriate provisions of the Safety Convention Chapter II-1, parts B to B-4. Floodable length 13.

(1)In a new passenger ship of Class B, C or D, where a portion of an assumed margin line is appreciably below the deck to which bulkheads are carried, a limited relaxation in the watertightness of those portions of the bulkheads which are above the margin line and immediately under the higher deck may be permitted by the Minister.

(2)The assumptions referred to in this Rule relate to the permeability of the spaces below the margin line.

(3)In determining the floodable length, the assumed average permeability of the spaces below the margin line shall be as indicated in Table 1 to Rule 18

(1). Permissible length of compartments and factor of subdivision 14. (

a)In a new passenger ship of Class B, C or D, the maximum permissible length of a compartment having its centre at any point in the ship’s length is obtained from the floodable length by multiplying the latter by an appropriate factor called factor of subdivision. (
b)In a new passenger ship of Class B, C or D, the factor of subdivision shall be: (
i)1.0, when the ship is certified to carry less than 400 persons; (
ii)0.5, when the ship is certified to carry 400 persons or more. Special requirements concerning ship subdivision 15.

(1)In a new passenger ship of Class B, C or D: (

a)where in a portion or portions of a ship the watertight bulkheads are carried to a higher deck than in the remainder of the ship and it is desired to take advantage of this higher extension of the bulkheads in calculating the floodable length, separate margin lines may be used for each such portion of the ship provided that: (
i)the sides of the ship are extended throughout the ship’s length to the deck corresponding to the upper margin line and all openings in the shell plating below this deck throughout the length of the ship are treated as being below a margin line, for the purpose of Rule 25, and (
ii)the two compartments adjacent to the “step” in the bulkhead deck are each within the permissible length corresponding to their respective margin lines, and, in addition, their combined length does not exceed twice the permissible length based on the lower margin line; (
b)a compartment may exceed the permissible length determined in accordance with Rule 14 provided the combined length of each pair of adjacent compartments to which the compartment in question is common does not exceed either the floodable length or twice the permissible length, whichever is less; (
c)a main transverse bulkhead may be recessed provided that all parts of the recess lie inboard of vertical surfaces on both sides of the ship, situated at a distance from the shell plating equal to one fifth of the breadth of the ship, and measured at right angles to the centreline at the level of the deepest subdivision load line. Any part of a recess which lies outside these limits shall be dealt with as a step in accordance with paragraph

(2); (

d)where a main transverse bulkhead is recessed or stepped, an equivalent plane bulkhead shall be used in determining the subdivision; (
e)where a main transverse watertight compartment contains local subdivision and the Minister is satisfied that, after any assumed side damage extending over a length of 3 metres plus 3 per cent of the length of the ship or 11 metres, or 10 per cent of the length of the ship whichever is the less, the whole volume of the main compartment will not be flooded, a proportionate allowance may be made in the permissible length otherwise required for such compartment. In such a case the volume of the effective buoyancy assumed on the undamaged side shall not be greater than that assumed on the damaged side; (
f)allowance under subparagraph (
e)shall only be made if such allowance is not likely to prevent compliance with Rules 16, 17 and 18.

(2)In a new passenger ship of Class B, C or D, a main transverse bulkhead may be stepped provided that it meets one of the following conditions: (

a)the combined length of the two compartments, separated by the bulkhead in question, does not exceed either 90 per cent of the floodable length or twice the permissible length, except that, in ships having a subdivision factor equal to 1, the combined length of the two compartments in question shall not exceed the permissible length; (
b)additional subdivision is provided in way of the step to maintain the same level of safety as that secured by a plane bulkhead; (
c)the compartment over which the step extends does not exceed the permissible length corresponding to a margin line taken 76 mm below the step.

(3)In a new passenger ship of Class B, C or D, where the distance between two adjacent main transverse bulkheads, or their equivalent plain bulkheads, or the distance between the transverse planes passing through the nearest stepped portions of the bulkheads, is less than 3 metres plus 3 per cent of the length of the ship, or 11 metres, or 10 per cent of the length of the ship, whichever is less, only one of these bulkheads shall be regarded as forming part of the subdivision of the ship.

(4)In a new passenger ship of Class B, C or D, where the required subdivision factor is 0.5, the combined length of any two adjacent compartments shall not exceed the floodable length. Stability in damaged conditions – general 16. In a new passenger ship of Class B, C or D: (

a)sufficient intact stability shall be provided in all service conditions so as to enable the ship to withstand the final stage of flooding of any one main compartment which is required to be within the floodable length; (
b)where two adjacent main compartments are separated by a bulkhead which is stepped under the conditions of Rule 15

(2)(a), the intact stability shall be adequate to withstand the flooding of those two adjacent compartments; (

c)where the required factor of subdivision is 0.50, the intact stability shall be adequate to withstand the flooding of any two adjacent compartments; (
d)the requirements of paragraph (
a)shall be determined by calculations which are in accordance with Rules 18

(1),

(2)and

(4)and which take into consideration the proportions and design characteristics of the ship and the arrangement and configuration of the damaged compartments. In making these calculations the ship shall be assumed to be in the worst anticipated service condition as regards stability; (e) where it is proposed to fit decks, inner skins or longitudinal bulkheads of sufficient tightness to seriously restrict the flow of water, proper consideration shall be given to such restrictions in the calculations. Stability in damaged conditions for a new passenger ship 17.

(1)This Rule applies to a new Class B, C or D passenger ship.

(2)The stability required in the final condition after damage, and after equalisation where provided, shall be determined as follows: (

a)the positive residual righting lever curve shall have a minimum range of 15° beyond the angle of equilibrium. This range may be reduced to a minimum of 10°, in the case where the area under the righting lever curve is that specified in subparagraph (
b)multiplied by the ratio 15/range, where range is expressed in degrees; (
b)the area under the righting lever curve shall be at least 0.015 m-rad, measured from the angle of equilibrium to the lesser of: (
i)the angle at which progressive flooding occurs; (
ii)22° (measured from upright) in the case of one-compartment flooding, or 27° (measured from the upright) in the case of the simultaneous flooding of two adjacent compartments; (
c)a residual righting lever is to be obtained within the range of positive stability, taking into account the greatest of the following heeling moments: (
i)the crowding of all passengers towards one side; (
ii)the launching of all fully loaded davit-launched survival craft on one side; (iii) due to wind pressure; as calculated by the formula: However, in no case shall the righting lever be less than 0.10 metres; (
d)for the purpose of calculating the heeling moments in subparagraph (c), the following assumptions shall be made: (
i)moment due to crowding of passengers: (I) 4 persons per square metre; (II) a mass of 75 kg for each passenger; (III) passengers shall be distributed 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; (
ii)moment due to launching of all fully loaded davit-launched survival craft on one side: (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 that 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 life-raft 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; (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; (iii) moments due to wind pressure: (I) in a Class B passenger ship, a wind pressure of 120 N/m2 shall be applied; (II) in a Class C or Class D passenger ship, a wind pressure of 80 N/m2 shall be applied; (III) the area applicable shall be the projected lateral area of the ship above the waterline corresponding to the intact condition; (IV) the moment arm shall be the vertical distance from a point at one half of the mean draught corresponding to the intact condition to the centre of gravity of the lateral area.

(3)When major progressive flooding occurs, that is when it causes a rapid reduction in the righting lever of 0.04 metres or more, the righting lever curve shall be considered as terminated at the angle at which the progressive flooding occurs and the range and the area referred to in paragraphs

(2)(

a)and (
b)shall be measured to that angle.

(4)In cases where the progressive flooding is of a limited nature that does not continue unabated and causes an acceptably slow reduction in righting lever of less than 0.04 metres, the remainder of the curve shall be partially truncated by assuming that the progressively flooded space is so flooded from the beginning.

(5)In intermediate stages of flooding, the maximum righting lever shall be at least 0.05 metres and the range of positive righting levers shall be at least 7. In all cases, only one breach in the hull and only one free surface is required to be assumed. Calculation of damage stability 18.

(1)For the purpose of making damage stability calculations in a new Class B, C or D passenger ship, the volume and surface permeabilities shall be as follows in Table 1 to this Rule: Table 1 Spaces Permeability (per cent) Appropriated to cargo or stores 60 Occupied by accommodation 95 Occupied by machinery 85 Intended for liquids 0 or 95 (*) (*) Whichever results in more severe requirements. ____________________________________ Higher surface permeabilities shall be assumed in respect of spaces which, in the vicinity of the damaged waterplane, contain no substantial quantity of accommodation or machinery, and spaces that are not generally occupied by any substantial quantity of cargo or stores.

(2)In a new Class B, C or D passenger ship, the assumed extent of damage shall be as follows: (

a)longitudinal extent: 3 metres plus 3 per cent of the length of the ship, or 11 metres, or 10 per cent of the length of the ship, whichever is less; (
b)transverse extent (measured inboard from the ship’s side, at right angles to the centreline at the level of the deepest subdivision load line): a distance of one fifth of the breadth of the ship; (
c)vertical extent: from the base line upwards without limit; (
d)if any damage of lesser extent than that indicated in subparagraph (a), (
b)or (
c)would result in a more severe condition regarding heel or loss of metacentric height, such damage shall be assumed in the calculations.

(3)Unsymmetrical flooding shall be kept to a minimum consistent with 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 cross-flooding fittings are provided they shall be operable from above the bulkhead deck. For new Class B, C or D passenger ships, the maximum angle of heel after flooding, but before equalisation, shall not exceed 15°. Where cross-flooding fittings are required in Class B, C or D passenger ships, the time for equalisation shall not exceed 15 minutes. Suitable information concerning the use of cross-flooding fittings shall be supplied to the master of the ship by the owner of the ship or any other organisation or person, such as the manager or the bareboat charterer, who has assumed responsibility for the safe operation of the ship from the owner.

(4)The final conditions of the ship after damage and, in the case of unsymmetrical flooding, after equalisation measures have been taken, shall be as follows: (

a)in the case of symmetrical flooding, there shall be a positive residual metacentric height of at least 50 mm as calculated by the constant displacement method; (
b)(
i)in the case of unsymmetrical flooding, the angle of heel for one-compartment flooding shall not exceed 7° in a new Class B passenger ship and 12° in a new Class C or a new Class D passenger ship; (
ii)for the simultaneous flooding of two adjacent compartments, a maximum heel of 12° may be permitted for new Class B passenger ships, provided that the factor of subdivision is nowhere greater than 0.50 in that part of the ship that is flooded; (
c)in no case shall the margin line be submerged in the final stage of flooding. If it is considered that the margin line may become submerged during an intermediate stage of flooding, the Minister may require such investigations and arrangements as are considered necessary for the safety of the ship.

(5)The master of the ship shall be supplied by the owner of the ship or any other organisation or person, such as the manager or the bareboat charterer, who has assumed responsibility for the safe operation of the ship from the owner, with the data necessary to maintain sufficient intact stability under service conditions to enable the ship to withstand the critical damage. In the case of ships requiring cross-flooding, the master of the ship shall be informed of the conditions of stability on which the calculations of heel are based and be warned that excessive heeling might result should the ship sustain damage when in a less favourable condition.

(6)The data referred to in paragraph

(5)to enable the master to maintain sufficient intact stability shall include information which indicates the maximum permissible height of the ship’s centre of gravity above keel (KG), or alternatively the minimum permissible metacentric height (GM), for a range of draughts or displacements sufficient to include all service conditions. The information shall show the influence of various trims taking into account the operational limits.

(7)(

a)Each ship shall have scales of draughts marked clearly at the bow and stern. (
b)In a 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, the ship shall also be fitted with a reliable draught indicating system by which the bow and stern draughts can be determined.

(8)(

a)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 in compliance with stability criteria contained in the relevant Rules that apply to the ship. (
b)The determination of the ship’s stability shall always be made by calculation.

(9)(

a)Subject to subparagraph (b), the Minister may consider a relaxation of the requirements of these Rules in relation to damage stability where it is shown to the satisfaction of the Minister that the intact metacentric height in any service condition necessary to meet these requirements is excessive for the service intended. (
b)A relaxation of the requirements for damage stability shall be permitted only in exceptional cases and where the Minister is satisfied that the proportions, arrangements and other characteristics of the ship are the most favourable to stability after damage that can practically and reasonably be adopted in the particular circumstances. Peak and machinery space bulkheads 19.

(1)This Rule applies to new Class B, C and D passenger ships.

(2)A forepeak or 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 5 per cent of the length of the ship and not more than 3 metres plus 5 per cent of the length of the ship.

(3)Where any part of the ship below the waterline extends forward of the forward perpendicular, such as a bulbous bow, the distances stipulated in paragraph

(2)shall be measured from a point either: (

a)at the mid-length of such extension, or (
b)at a distance 1.5 per cent of the length of the ship forward of the forward perpendicular, or (
c)at a distance 3 metres forward of the forward perpendicular, whichever gives the smallest measurement,

(4)Where a long forward superstructure is fitted, the forepeak or collision bulkhead shall be extended weathertight to the next full deck above the bulkhead deck. The extension shall be so arranged as to preclude the possibility of the bow door causing damage to it in a situation where there is damage to, or detachment of, a bow door.

(5)The extension required in paragraph

(4)is not required to be fitted directly above the bulkhead below provided all parts of the extension are not located forward of the forward limit specified in paragraph

(2)or

(3).

(6)Ramps that do not meet the requirements of this Rule shall be disregarded as an extension to the collision bulkhead.

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

(8)In all cases stern tubes shall be enclosed in watertight spaces. Double bottoms 20.

(1)This Rule applies to a new Class B, C or D passenger ship.

(2)A double bottom shall be fitted extending from the forepeak bulkhead to the afterpeak bulkhead as far as this is practicable and compatible with the design and proper working of the ship.

(3)Where a double bottom is fitted in a ship, its depth shall comply with the standards of a recognised organisation and the inner bottom shall be continued out to the ship’s sides in such a manner as to protect the bottom to the turn of the bilge. Such protection shall be deemed satisfactory if the line of intersection of the outer edge of the margin plate with the bilge plating is not lower at any part than a horizontal plane passing through the point of intersection with the frame line amidships of a transverse diagonal line inclined at 25° to the base line and cutting it at a point one half of the ship’s moulded breadth from the middle line.

(4)Small wells constructed in the double bottom of a ship in connection with drainage arrangements of holds, shall not extend downwards more than necessary. The depth of the well shall in no case be more than the depth less 460 mm of the double bottom at the centerline. A well extending to the outer bottom is permitted at the after end of the shaft tunnel. Other wells, for purposes such as lubricating oil under main engines, may be permitted by the Minister if he or she is satisfied that the arrangements give protection equivalent to that afforded by a double bottom complying with this Rule.

(5)A double bottom is not required to be fitted in way of watertight compartments of moderate size used exclusively for the carriage of liquids, provided the safety of the ship, in the event of bottom or side damage, is not, in the opinion of the Minister, thereby impaired.

(6)Notwithstanding paragraph

(2), the Minister may permit a double bottom to be dispensed with in any part of the ship which is subdivided by application of a factor of subdivision not exceeding 0.5, if he or she is satisfied that the fitting of a double bottom in that part of the ship would not be compatible with the design and proper working of the ship. Assigning, marking and recording of subdivision load lines 21.

(1)This Rule applies to a new Class B, C or D passenger ship.

(2)(

a)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 a ship’s side amidships. (
b)A ship having spaces that are specially adapted for the accommodation of passengers and the carriage of cargo may, if the owners desire, have one or more additional load lines assigned and marked to correspond with the subdivision draughts that the Minister may approve for alternative service conditions.

(3)(

a)The subdivision load lines assigned and marked on a ship shall be recorded in the Passenger Ship’s Certificate that applies to the ship, and shall be identified by the notation C.1 if there is only one subdivision load line. (
b)If there is more than one subdivision load line, the subdivision load lines shall be identified with the letter C and with consecutive numbers beginning from the deepest subdivision load line, which shall be marked C.1

(4)The freeboard corresponding to each of the load lines shall be measured at the same position and from the same deck line as the freeboards determined in accordance with the Load Line Rules.

(5)The freeboard corresponding to each approved subdivision load line and the conditions of service for which it is approved shall be clearly indicated on the Passenger Ship’s Certificate.

(6)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 Load Line Rules.

(7)Where a load line mark has been assigned to a ship, whatever may be the position of the subdivision load line marks, the 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 Load Line Rules.

(8)A ship shall in no case be so loaded that the subdivision load line mark appropriate to the particular voyage and condition of service is submerged. Construction and initial testing of watertight bulkheads 22.

(1)This Rule applies to new Class B, C or D passenger ships.

(2)Each watertight subdivision bulkhead, whether transverse or longitudinal, shall be constructed in such a manner that it shall be capable of supporting the pressure due to the maximum head of water which it might have to sustain in the event of damage to the ship but at least the pressure due to a head of water up to the margin line. The construction of these bulkheads shall be in accordance with the standards of a recognised organisation.

(3)(

a)Steps and recesses in bulkheads shall be watertight and as strong as the bulkhead at the place where each occurs. (
b)Where frames or beams pass through a watertight deck or bulkhead, such deck or bulkhead shall be made structurally watertight without the use of wood or cement.

(4)The testing of main compartments by filling them with water shall not be 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 the fitting out of the ship. Where a hose test is not practicable because of possible damage to machinery, electrical equipment insulation or out fitting 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 ultrasonic leak test or an equivalent test. In any case, a thorough inspection of the watertight bulkheads shall be carried out.

(5)The forepeak, double bottoms including duct keels and inner skins shall be tested with water to a head corresponding to the requirements of paragraph

(2)

(6)Tanks that are intended to hold liquids, and which form part of the subdivision of the ship, shall be tested for tightness with water to a head up to the deepest subdivision load line or to a head corresponding to two-thirds of the depth from the top of keel to the margin line in way of the tanks, whichever is the greater, provided that in no case shall the test head be less than 900 millimetres above the top of the tank. If testing by water is impracticable, air leak testing while the tanks are subjected to an air pressure of not more than 0.14 bar may be accepted.

(7)The tests referred to in paragraphs

(5)and

(6)are for the purpose of ensuring that the subdivision structural arrangements are watertight and shall not 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. Openings in watertight bulkheads 23.

(1)This Rule applies to new Class B, C or D passenger ships.

(2)The number of openings in watertight bulkheads shall be reduced to the minimum compatible with the design and proper working of the ship and satisfactory means shall be provided for closing these openings to the satisfaction of the Minister.

(3)(

a)Where pipes, scuppers, electrical cables and other similar fittings are carried through watertight subdivision bulkheads, arrangements shall be made to ensure the watertight integrity of the bulkheads. (
b)Valves not forming part of a piping system shall not be permitted in watertight subdivision bulkheads. (
c)Lead or other heat sensitive materials shall not be used in systems which penetrate watertight subdivision bulkheads, where deterioration of such systems in the event of fire would impair the watertight integrity of the bulkheads.

(4)(a) Doors, manholes or access openings are not permitted in the collision bulkhead below the margin line or in watertight transverse bulkheads dividing a cargo space from an adjoining cargo space, except as provided for in paragraph

(8)(

a)and Rule 24. (
b)Except as provided in subparagraph (c), the collision bulkhead may be pierced below the margin line by no more than one pipe for dealing with fluid in the fore peak tank, provided that the pipe is fitted with a screw-down valve capable of being operated from above the bulkhead deck, the valve chest being secured inside the fore peak to the collision bulkhead. The fitting of this valve on the after side of the collision bulkhead may be accepted provided that the valve is readily accessible under all service conditions and the space in which it is located is not a cargo space. (
c)Where the fore peak is divided to hold two different kinds of liquids, the collision bulkhead may be pierced below the margin line by two pipes each of which is fitted as required by subparagraph (a), when the Minister 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.

(5)Within spaces containing the main and auxiliary propulsion machinery, including boilers serving the needs of propulsion, not more than one door apart from the doors to shaft tunnels may be fitted in each main transverse bulkhead. 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.

(6)(

a)Watertight doors shall be sliding doors or hinged doors or doors of an equivalent type to the satisfaction of the Minister. Plate doors secured only by bolts and doors required to be closed by dropping or by the action of a dropping weight shall not be permitted; (
b)Sliding doors may be either hand operated only, or power operated as well as hand operated; (
c)The means of operation whether by power or by hand of any sliding watertight door whether power operated or not shall be capable of closing the door with the ship listed to 15° either way. Consideration shall also be given to the forces which may act on either side of the doors as may be experienced when water is flowing through the opening applying a static head equivalent to a water height of at least one metre above the sill on the centreline of the door. (
d)Watertight doors which do not comply with subparagraphs (a), (
b)and (
c)shall be closed before the voyage commences and shall be kept closed during navigation; the time of opening such doors in port and of closing them before the ship leaves port shall be entered in the ship’s logbook. (
e)Hand operated sliding doors may have a horizontal or vertical motion. It shall be possible to operate the mechanism at the door itself from either side, and from an accessible position above the bulkhead deck, with an all round crank motion, or some other movement to the satisfaction of the Minister that provides the same guarantee of safety and of an approved type. When operating a hand gear, the time necessary for the complete closure of the door with the vessel upright shall not exceed 90 seconds.

(7)(

a)All watertight doors shall be kept closed during navigation except that they may be opened during navigation as specified in subparagraphs (
b)and (c). Any door that is opened in accordance with this paragraph shall be ready to be immediately closed. (
b)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 shall be immediately closed when transit through the door is complete or when the task which necessitated it being open is completed. (
c)Certain watertight doors may be permitted to remain open during navigation only if considered absolutely necessary and essential to the safe and effective operation of the ship’s machinery or to permit passengers normally unrestricted access throughout the passenger area. Such determinations shall be made by the Minister after careful consideration of the impact on ship operations and survivability. A watertight door that is permitted to remain open in this manner shall be clearly indicated in the ship’s stability information and shall always be ready to be immediately closed.

(8)(

a)Where the Minister is satisfied that such doors are essential, watertight doors of a construction that is acceptable to the Minister may be fitted in watertight bulkheads dividing cargo between deck spaces. 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, such distance being measured at right angles to the centreline at the level of the deepest subdivision load line. (
b)The doors referred to in subparagraph (
a)shall be closed before the voyage commences and shall be kept closed during navigation; the time of opening such doors in port and of closing them before the ship leaves port shall be entered in the logbook. Should any of the doors be accessible during the voyage, they shall be fitted with a device which prevents unauthorised opening. When it is proposed to fit such doors on a ship, the number and the arrangements shall be to the satisfaction of the Minister.

(9)Portable plates on bulkheads shall not be permitted except in a machinery space. Such plates shall always be in place before the ship leaves port, and shall not be removed during navigation except in case of urgent necessity at the discretion of the master of the ship. Ships carrying goods vehicles and accompanying personnel 24.

(1)This Rule applies to new Class B, C or D passenger ships designed or adapted for the carriage of goods vehicles and accompanying personnel.

(2)Where in a ship to which this Rule applies, the total number of passengers the ship is intended to carry, including persons accompanying vehicles, does not exceed N = 12 + A/25, where A is the total deck area (square metres) 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 4 metres, the provisions of Rule 23

(8)in respect of watertight doors apply except that the doors may be fitted at any level in watertight bulkheads dividing cargo spaces. In addition, indicators are required on the navigating bridge to show automatically when each door is closed and all door fastenings are secured.

(3)For the purposes of this Rule, N shall be taken as the maximum number of passengers for which the ship may be certified in accordance with these Rules. Openings in the shell plating below the margin line 25.

(1)This Rule applies to new Class B, C or D passenger ships.

(2)The number of openings in the shell plating below the margin line shall be reduced to the minimum which, in the opinion of the Minister, is compatible with the design and proper working of the ship.

(3)The arrangement and efficiency of the means for closing any opening in the shell plating shall be consistent with its intended purpose and the position in which it is fitted.

(4)(

a)No side scuttle shall be fitted in such a position that its sill is below a line drawn parallel to the bulkhead deck at its side and having its lowest point at a distance equal to 2.5 per cent of the breadth of the ship measured vertically above the deepest subdivision load line, or 500 mm, whichever is the greater. (
b)All side scuttles, the sills of which are below the margin line, shall be of such construction as will effectively prevent any person opening them without the consent of the master of the ship. (
c)Where in a between-deck, the sills of any of the sidescuttles referred to in subparagraph (
b)are below a line drawn parallel to the bulkhead deck at its side and having its lowest point 1.4 metres plus 2.5 per cent of the breadth of the ship above the water when the ship departs from any port, all the sidescuttles in that between-deck shall be closed watertight and locked before the ship leaves port, and they shall not be opened before the ship arrives at the next port. In the application of this subparagraph the appropriate allowance for fresh water may be made when applicable. (
d)Sidescuttles and their deadlights that will not be accessible during navigation shall be closed and secured before the ship leaves port.

(5)The number of scuppers, sanitary discharges and other similar openings in the shell plating below the margin line shall be reduced to the minimum either by making each discharge serve as many as possible of the sanitary and other pipes, or in any other manner that satisfies the Minister.

(6)(

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)Except as provided in paragraph

(7), each separate discharge led through the shell plating from spaces below the margin line shall be provided with either – (

i)one automatic non-return valve fitted with a positive means of closing it from above the bulkhead deck, or (
ii)two automatic non-return valves having no positive means of closing, provided that the inboard valve is situated above the deepest subdivision load line and is always accessible for examination under service conditions. (
c)Where a valve with positive means of closing is fitted, the operating position above the bulkhead deck shall always be readily accessible and means shall be provided for indicating whether the valve is open or closed. (
d)Paragraph 12 of Part I of Schedule 2 to the Load Line Rules shall apply to discharges led through the shell plating from spaces above the margin line.

(7)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. The valves may be controlled locally and shall be provided with indicators showing whether they are open or closed.

(8)In a new Class B, C or D passenger ship: (

a)the handwheels or handles of the sea cocks shall be easily accessible for operation. All valves that are used as seacocks shall close by clockwise movement of their handwheels; (
b)discharge taps or valves on the side of the ship for blow-off water from boilers shall be located in easily accessible locations and shall not be located beneath deck plating. Taps or valves shall be so designed that it is easy to see whether they are open or closed. Taps shall be provided with safety screens, so designed that the key cannot be lifted off when the tap is open; (
c)all valves and taps in pipe systems such as bilge and ballast systems, fuel oil and lubricating oil systems, fire extinguishing and sluicing systems, cooling water and sanitary systems shall be clearly marked as to their functions; (
d)other outlet pipes shall, if they emerge below the deepest subdivision load line, be provided with equivalent means of shut-off on the side of the ship. If the outlet pipes emerge above the deepest subdivision load line, they shall be provided with an ordinary storm valve. In both cases the valves may be omitted if pipes are used of the same thickness as the plating indirect outlets from toilets and wash-basins, and floor outlets from washrooms provided with deadlights or otherwise protected against water shock. The wall thickness of such pipes is not required to be greater than 14 mm; (
e)if a valve with a direct closing mechanism is fitted, the place from which it may be operated shall always be easily accessible, and there shall be a means of indicating whether the valve is open or closed; (
f)when valves with direct closing mechanisms are placed in a machinery space, they may be operable from where they are located, provided that this place is easily accessible under all conditions.

(9)All shell fittings and valves required by this Rule shall be made of steel, bronze or other approved ductile material. Valves of ordinary cast iron or similar material shall not be acceptable. All pipes to which this Rule refers shall be of steel or other equivalent material to the satisfaction of the Minister.

(10)Gangway and cargo ports fitted below the margin line shall be of sufficient strength to the satisfaction of the Minister. They shall be effectively closed and secured watertight before the ship leaves port, and shall be kept closed during navigation.

(11)Gangway and cargo ports shall in no case be so fitted as to have their lowest point below the deepest subdivision load line. Watertight integrity of passenger ships above the margin line 26.

(1)This Rule applies to new Class B, C or D passenger ships.

(2)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. Where partial watertight bulkheads or webs are fitted on the bulkhead deck, above or in the immediate vicinity of main subdivision bulkheads, they shall have watertight shell and bulkhead deck connections so as to restrict the flow of water along the deck when the ship is 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.

(3)The bulkhead deck or a deck above it shall be weathertight. 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 so as to make them weathertight. Freeing ports, open rails and scuppers shall be fitted as necessary for rapidly clearing the weather deck of water under all weather conditions.

(4)Sidescuttles, gangway ports, cargo ports and the other means for closing openings in the shell plating above the margin line shall be of a standard acceptable to the Minister, and 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 load line.

(5)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. Closure of cargo loading doors 27.

(1)This Rule applies to new Class B, C or D passenger ships.

(2)The following doors, located above the margin line, shall be closed and locked before the ship proceeds on any voyage, 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; (
c)cargo loading doors in the collision bulkhead; (
d)weathertight ramps forming an alternative closure to those mentioned in subparagraphs (
a)to (
c)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 shall be kept closed.

(3)Notwithstanding the requirements of paragraph

(2), the Minister may authorise that particular doors can be opened at the discretion of the master of the ship, 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.

(4)The master of a ship shall ensure that an effective system of supervision and reporting of the closing and opening of the doors referred to in paragraph

(2)is implemented.

(5)The master of a ship shall ensure, before the ship proceeds on any voyage, that an entry in the logbook, as required in Rule 35, is made of the time of the last closing of the doors specified in paragraph

(2)and the time of any opening of particular doors in accordance with paragraph

(3). Watertight integrity from the ro-ro deck (bulkhead deck) to spaces below 28.

(1)This Rule applies to new Class B, C or D ro-ro passenger ships.

(2)Subject to the provisions of paragraphs

(3)and

(4), all accesses that lead to spaces below the bulkhead deck shall have a lowest point which is not less than 2.5 metres above the bulkhead deck.

(3)Where ramps are installed to give access to spaces below the bulkhead deck, their openings shall be capable of being closed weathertight to the satisfaction of the Minister so as to prevent ingress of water below, alarmed and indicated to the navigation bridge.

(4)The fitting of particular accesses to spaces below the bulkhead deck may be permitted by the Minister provided the accesses are necessary for the essential working of the ship, such as in relation to the movement of machinery and stores, and subject to such accesses being made watertight, alarmed and indicated to the navigation bridge.

(5)The accesses referred to in paragraphs

(3)and

(4)shall be closed before the ship leaves the berth on any voyage and shall remain closed until the ship is at its next berth.

(6)(a) The master of a ro-ro passenger ship shall ensure to the satisfaction of the Minister that an effective system of supervision and reporting of the closing and opening of the accesses referred to in paragraphs

(3)and

(4)is implemented; and (b) the master of a ro-ro passenger ship shall ensure, before the ship leaves the berth on any voyage, that an entry in the logbook, as required by Rule 35, is made of the time of the last closing of the accesses referred to in paragraphs

(3)and

(4).

(7)As an alternative to paragraphs

(2)to

(6), the Minister may allow a new Class C ro-ro passenger ship and a new Class D ro-ro passenger ship to comply with the following requirements provided that coaming and sill heights are at least 600 mm on open ro-ro cargo decks and at least 380 mm on enclosed ro-ro cargo decks: (

a)all accesses from the ro-ro deck that lead to spaces below the bulkhead deck shall be made weathertight to the satisfaction of the Minister and means shall be provided on the navigation bridge, to indicate whether the access is open or closed; (
b)the accesses to which subparagraph (
a)refers shall be closed before the ship leaves the berth on any voyage and shall remain closed until the ship is at its next berth; (
c)notwithstanding subparagraph (b), the Minister may permit specified accesses to be opened during the voyage for a period of sufficient duration to permit through passage and, if required, for the essential working of the ship. Access to ro-ro decks 29. The master or the designated officer of a ro-ro passenger ship shall ensure that, without the expressed consent of the master or the designated officer of the ship, as the case may be, a passenger shall not be allowed access to an enclosed ro-ro deck when the ship is underway. Closure of bulkheads on the ro-ro deck 30.

(1)In a new Class B, C or D ro-ro passenger ship all transverse and longitudinal bulkheads that are taken into account as being effective for the purpose of confining the seawater accumulated on the ro-ro deck shall be in place and secured before the ship leaves the berth and shall remain in place and secured until the ship is at its next berth.

(2)Notwithstanding the requirements of paragraph

(1), the Minister may permit some accesses within such bulkheads to be opened during the voyage but only for a period of sufficient duration to permit through passage and, if required, for the essential working of the ship. Stability information 31.

(1)This Rule applies to new Class B, C or D passenger ships.

(2)Every passenger ship shall be inclined upon its completion and the elements of its stability shall be determined. The master of the ship shall be supplied by the owner with such information as shall be approved by the Minister as specified in Schedule 4 as is necessary to enable the master by rapid and simple processes to obtain accurate guidance as to the stability of the ship under varying conditions of service.

(3)Where any alterations are made to a ship so as to affect materially the stability information supplied to the master in accordance with this Rule, amended stability information shall be provided. The ship shall be re-inclined if the Minister so requires.

(4)At periodical intervals not exceeding 5 years, a lightweight survey of a ship shall be carried out to verify any changes in the light ship displacement and longitudinal centre of gravity. The ship shall be re-inclined whenever, in comparison with the approved stability information, a deviation from the lightship displacement exceeding 2 per cent or a deviation of the longitudinal centre of gravity exceeding 1 per cent of the length of the ship is found or anticipated.

(5)The Minister 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 Minister that reliable stability information for the exempted ship can be obtained from such basic data having regard to IMO MSC/Circ.1158.

(6)In circumstances where an accurate inclining of a ship is not practical, the lightweight displacement and centre of gravity shall be determined by a lightweight survey and accurate calculation having regard to Regulation 2.7 of the IMO International Code of Safety for High-Speed Craft 2000 in its updated version. Damage control plans 32.

(1)In a new Class B, C or D passenger ship, there shall be permanently exhibited, 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, the means of closing such openings and the position of any controls thereof, and the arrangements for the correction of any list due to flooding.

(2)Booklets containing the information referred to in paragraph

(1)shall be made available by the owner of the ship to the officers of the ship. Integrity of the hull and superstructure, damage prevention and control 33.

(1)This Rule applies to new Class B, C or D passenger ships.

(2)(

a)Indicators shall be provided on the navigating bridge of the ship for all shell doors, loading doors and other closing appliances which, if left open or not properly secured, could in the opinion of the Minister lead to flooding of a special category space or a ro-ro cargo space. The indicator system shall be designed on the fail-safe principle and shall show by visual alarms if a 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. (
b)The indicator panel on the navigating 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 shell doors not closed or any closing device not in a correct position. The power supply for the indicator system shall be independent of the power supply for operating and securing the doors.

(3)A television surveillance and a water leakage detection system shall be arranged on a ship 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 cargo spaces.

(4)Special category spaces and ro-ro cargo 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 whilst the ship is underway.

(5)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 lead to flooding of a special category space or ro-ro cargo space, shall be kept on board the ship and posted at an appropriate place on the ship. Marking, periodical operation and inspection of watertight doors, etc. 34.

(1)This Rule applies to new Class B, C or D passenger ships.

(2)Drills for the operation of the watertight doors, sidescuttles, valves and closing mechanisms of scuppers shall take place weekly.

(3)All watertight doors in main transverse bulkheads that are in use at sea shall be operated daily.

(4)The watertight doors and all connected mechanisms and indicators, 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.

(5)The valves, doors and mechanisms to which this Rule refers shall be suitably marked to ensure that they may be properly used to provide maximum safety. Entries in log 35.

(1)This Rule applies to new Class B, C or D passenger ships.

(2)Hinged doors, portable plates, sidescuttles, gangway and cargo ports and other openings, which are required by these Rules to be kept closed during navigation, shall be closed before the ship leaves the port. The time of closing and the time of opening such doors and other openings (if permissible under these Rules) shall be recorded in the ship’s logbook.

(3)A record of all drills and inspections required by Rule 34 shall be entered in the ship’s logbook with an explicit record of any defects which may be disclosed. Railings 36.

(1)This Rule applies to new Class A, B, C or D passenger ships constructed on or after 1 January 2003.

(2)On external decks to which passengers are permitted access, and where there is no bulwark of adequate height provided, railings shall be provided of a height of minimum 1,100 mm above the deck and of such design and construction to the satisfaction of the Minister as to prevent any passenger from climbing on these railings and from accidentally falling from that deck.

(3)Stairs and landings on external decks to which paragraph

(2)refers shall be provided with railings of equivalent construction. Machinery General requirements for machinery installations 37.

(1)In a new Class B, C or D passenger ship: (

a)the machinery, boilers and other pressure vessels, associated piping systems and fittings shall be so installed and protected as to reduce to a minimum any danger to persons on board the ship, due regard being paid to moving parts, hot surfaces and other hazards; (
b)means shall be provided to the satisfaction of the Minister whereby normal operation of propulsion machinery can be sustained or restored even though one of the essential auxiliaries becomes inoperative; (
c)means shall be provided to the satisfaction of the Minister to ensure that the machinery can be brought into operation from the dead ship condition without external aid.

(2)In a new Class B or C passenger ship, main propulsion machinery and all auxiliary machinery essential to the propulsion and the safety of the ship shall, 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 Minister may permit a reduction in these angles having regard to the particular type, size and service conditions of a ship.

(3)In a new Class A, B or C passenger ship, means shall be provided for the propulsion machinery and the propeller to be stopped in cases of emergencies from relevant positions outside of the engine room or engine control room, such as open deck or the wheel house.

(4)In a Class B, C or D passenger ship constructed on or after 1 January 2003, the location and arrangement of vent pipes for fuel oil service, settling and lubricating 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 necessary for propulsion and vital systems or equivalent arrangements to the satisfaction of the Minister shall be provided on each ship, with a capacity of at least 8 hours for Class B ships and at least 4 hours for Class C and D ships, at maximum continuous rating of the propulsion plant and normal operating load at sea of the generator plant. Internal combustion engines 38. In a new Class B, C or D passenger ship, internal combustion engines of a cylinder diameter of 200 mm, or a crankcase volume of 0.6 m3 and greater 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 any discharge from them is so directed as to minimise the possibility of injury to personnel. Bilge pumping arrangement 39.

(1)In a new Class B, C or D passenger ship: (

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 of pumping are 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 the necessary connections to the bilge pumping system; (
c)all bilge pipes used in or under 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)(
i)the arrangement of the bilge and ballast pumping system shall be such as to prevent the possibility of water passing from the sea and from water ballast spaces into the cargo and machinery spaces, or from one compartment to another; (
ii)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)all distribution boxes and manually operated valves in connection with the bilge pumping arrangements shall be in positions which are accessible under ordinary circumstances.

(2)(

a)In a new Class B, C or D passenger ship, provision shall be made for the drainage of enclosed cargo spaces situated on the bulkhead deck. (
b)Where the freeboard to the bulkhead deck is such that the deck edge is immersed when the ship heels more than 5°, the drainage shall be by means of a sufficient number of scuppers of suitable size discharging directly overboard, fitted in accordance with the requirements of Rule 25. (
c)Where the freeboard is such that the edge of the bulkhead deck is immersed when the ship heels 5° or less, the drainage of the enclosed cargo spaces on the bulkhead deck shall be led to a suitable space, or spaces, of adequate capacity, having high water level alarm and provided with suitable arrangements for discharge overboard. In addition it shall be ensured 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)In a new Class A, B, C or D passenger ship: (

a)the drainage from ro-ro decks and car decks shall be of sufficient capacity that the scuppers, wash ports and similar fittings on the starboard and the port side shall be able to cope with a quantity of water originating from drencher and fire pumps, taking into account the ship’s conditions of heel and trim; (
b)when provided with sprinkler installations and hydrants, passenger and crew lounges shall have an adequate number of scuppers, sufficient to cope with the quantity of water originating from fire extinguishing by the room’s sprinkler heads and from two fire hoses with jets. The scuppers shall be located in the most effective positions, such as in each corner.

(4)In a new Class B, C or D passenger ship: (a) the bilge pumping system required by paragraph

(1)(

a)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 to the satisfaction of the Minister. Arrangements shall be made whereby water in the compartment may find its way to the suction pipes; (
b)where practicable, the power bilge pumps shall be placed in separate watertight compartments and so arranged or situated that these compartments will 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; (
c)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 in accordance with paragraph

(1)(a); (

d)(
i)each power bilge pump shall be capable of pumping water through the required main bilge pipe at a speed of not less than 2 metres per second; (
ii)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; (iii) where two or more such suctions are provided, there shall be at least one on each side of the ship; (
iv)direct suctions shall be suitably arranged to the satisfaction of the Minister and those in a machinery space shall be of a diameter not less than that required for the bilge main; (
e)in addition to the direct bilge suction or suctions required by subparagraph (d)(iv), a direct emergency bilge suction fitted with a non-return valve 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 to the pumps used; (
f)the spindles of the sea inlet and direct suction valves shall extend well above the engine-room platform to the satisfaction of the Minister; (
g)all bilge suction piping up to the connection to the pumps shall be independent of other piping; (
h)the diameter “d” of the main and branch bilge suction pipes shall be calculated according to the following formulae. The actual internal diameter may be rounded off to the nearest standard size acceptable to the Minister: main bilge suction pipe: d = 25 + 1.68 √ (L(B + D)) branch bilge suction pipes between collecting boxes and suctions: d = 25 + 2.15 √ (L1 (B + D)) where d is the internal diameter of the bilge main (millimetres), L and B are the length and the breadth of the ship (metres), L1 is the length of the compartment, and D is the moulded depth of the ship to 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 paragraph

(2)(

c)and which extends for the full length of the ship, 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; (
i)(
i)provision shall be made to the satisfaction of the Minister 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; (
ii)for the purpose of clause (i), where the pipe is at any part situated nearer the side of the ship than one fifth of the breadth of the ship (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; (
j)distribution boxes, cocks and valves in connection with the bilge pumping system shall be so arranged that – (
i)in the event of flooding, one of the bilge pumps may be operative on any compartment; (
ii)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; (iii) where there is only one system of pipes common to all the pumps, the necessary valves for controlling the bilge suctions shall be capable of being operated from above the bulkheads deck; (
iv)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 subparagraph (a); in this case only, the valves necessary for the operation of the emergency system shall be capable of being operated from above the bulkhead deck; (
k)all cocks and valves referred to in subparagraph (j), 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. Number and type of bilge pumps 40.

(1)In a new Class B, C or D passenger ship, the number and type of bilge pumps on board shall be as set out below: (

a)a passenger ship certificated to carry not more than 250 passengers: one main engine pump and one independent power pump, located and powered outside the engine room; (
b)a passenger ship certificated to carry in excess of 250 passengers: one main engine pump and two independent power pumps, one of which shall be located and powered outside the engine room.

(2)The main engine pump may be replaced by one independent power pump.

(3)The drainage of very small compartments may be dealt with by movable hand pumps. Means of going astern 41. In a new Class B, C or D passenger ship: (

a)sufficient power for going astern shall be provided to secure proper control of the ship in all normal circumstances; (
b)the ability of the 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; (
c)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 the ship for use by the master or designated personnel. Steering Gear 42.

(1)In a new Class B, C or D passenger ship: (

a)the ship shall be provided with an efficient main and auxiliary steering system which shall be so arranged that the failure of one system will not render the other system inoperative; (
b)the main steering gear and rudder stock where fitted shall be: (
i)of adequate strength, and capable to steer the ship at maximum service speed ahead, and so designed that they will not be damaged at maximum speed astern; (
ii)(I) 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 seconds; (II) where it is impractical to demonstrate compliance with the requirements of subclause (I) 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 their date of construction, may demonstrate compliance with this requirement by one of the following methods: (A) 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, (B) 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 number of maximum continuous revolutions of the main engine and maximum design pitch, or (C) 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; (iii) operated by power where necessary to meet the requirements of subparagraph (b)(
ii)and in any case when a rudder stock over 120 mm in diameter in way of the tiller, excluding strengthening for navigation in ice, is required in order to comply with subparagraph (b)(i); (
c)if fitted, the auxiliary steering gear shall be: (
i)of adequate strength and capable of steering the ship at navigable speed and of being brought speedily into action in an emergency; (
ii)(I) capable of putting the rudder over from 15° on one side to 15° on the other side in not more than 60 seconds with the ship at its deepest seagoing draught and running ahead at one half of the maximum ahead service speed or 7 knots, whichever is the greater; (II) where it is impractical to demonstrate compliance with clause (I) 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 7 knots, whichever is greater, a passenger ship regardless of the date of construction, may demonstrate compliance with this requirement by one of the following methods: (A) 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 7 knots, whichever is greater; (B) 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 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; (C) the rudder force and torque at the sea trial loading condition have been reliably predicted and extrapolated to the full load condition; (iii) operated by power where necessary to meet the requirements of clause (
ii)and in any case where a rudder stock is more than 230 mm in diameter in way of the tiller, excluding strengthening for navigation in ice.

(2)In a new Class B, C or D passenger ship, steering power units shall be arranged to restart automatically when power is restored after a power failure and shall be capable of being brought into operation from a position on the navigating bridge. In the event of a power failure to any of the steering power units, an audible and visual alarm shall be given on the navigating bridge.

(3)In a new Class B, C or D passenger ship, where the main steering gear comprises two or more identical power units, an auxiliary steering gear is not required to be fitted, provided that: (a) the main steering gear is capable of operating the rudder as required by paragraph

(1)(b)(

ii)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 the steering capability can be maintained or speedily regained.

(4)In a new Class B, C or D passenger ship: (

a)steering gear control shall be provided: (
i)for the main steering gear, both on the navigating bridge and in the steering compartment; (
ii)when the main steering gear is arranged in accordance with paragraph

(2), by two independent control systems, both operable from the navigating 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 is not required to be fitted; (iii) for the auxiliary steering gear, in the steering gear compartment and, if power operated, it shall also be operable from the navigating bridge and shall be independent of the control system for the main steering gear; (

b)any main and auxiliary steering gear control system operable from the navigating bridge shall comply with the following: (
i)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; (
ii)means shall be provided in the steering gear compartment for disconnecting any control system operable from the navigating bridge from the steering gear it serves; (iii) the system shall be capable of being brought into operation from a position on the navigating bridge; (
iv)in the event of a failure in the electrical power supply to the control system, an audible and visual alarm shall be given in the navigating bridge; and (
v)short circuit protection only shall be provided for steering gear control supply circuits. (
c)the electrical power circuits and the steering gear control systems with their associated components, cables and pipes required by this Rule and by Rule 43 shall be separated as far as is practicable throughout their length; (
d)a means of communication shall be provided between the navigating bridge and the steering gear compartment or alternative steering position; (
e)the angular position of the rudder(
s)shall: (
i)if the main steering gear is power operated, be indicated on the navigating bridge. The rudder angle indication shall be independent of the steering gear control system; (
ii)be recognisable in the steering gear compartment; (
f)hydraulic power-operated steering gear shall be provided with the following: (
i)arrangements to maintain the cleanliness of the hydraulic fluid taking into consideration the type and design of the hydraulic system; (
ii)a low-level alarm for each hydraulic fluid reservoir to give the earliest practical indication of hydraulic fluid leakage. Audible and visual alarms shall be given on the navigating bridge and in the machinery space where they can be readily observed; and (iii) 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 be permanently connected by piping in such 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; (
g)the steering gear compartments shall be – (
i)readily accessible and, as far as practicable, separated from machinery spaces, and (
ii)provided with suitable arrangements to ensure working access to steering gear machinery and controls. These arrangements shall include handrails and gratings or other nonslip surfaces to ensure suitable working conditions in the event of hydraulic fluid leakage. Additional requirements for electric and electro-hydraulic steering gear 43.

(1)In a new Class B, C or D passenger ship, means for indicating that the motors of electric and electro-hydraulic steering gears are running shall be installed on the navigating bridge and at a suitable main machinery control position to the satisfaction of the Minister.

(2)In a new Class B, C or D passenger ship: (

a)each electric or electro-hydraulic steering system comprising of one or more power units shall be served by at least two exclusive circuits fed directly from the main switchboard; one of the circuits may be supplied through the emergency switchboard; (
b)an auxiliary electric or electro-hydraulic steering system associated with a main electric or electro-hydraulic steering system may be connected to one of the circuits supplying the main steering system; (
c)the circuits supplying an electric or electro-hydraulic steering system shall have adequate rating for supplying all motors which can be simultaneously connected to them and may be required to operate simultaneously.

(3)(

a)In a new Class B, C or D passenger ship, short circuit protection and an overload alarm shall be provided for steering gear electric and electro-hydraulic 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 shall be arranged to permit the passage of the appropriate starting currents. (
b)In a new Class B, C or D passenger ship, the alarms required in paragraph (
a)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 Rule 63.

(4)When an auxiliary steering gear required by Rule 42

(1)(c)(iii) to be operated by power is not electrically powered or is powered by an electric motor primarily intended for other services, the main steering system 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 system, the requirements of paragraph

(3)may be waived by the Minister, if satisfied with the protection arrangement together with the requirements of Rule 42

(2)applicable to auxiliary steering systems. Ventilating systems in machinery spaces 44. In a new Class B, C or D passenger ship, machinery spaces of category A shall be adequately ventilated to the satisfaction of the Minister 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 having regard in particular to the prevention of an accumulation of oil vapour under all normal conditions. Communication between the navigating bridge and machinery space 45. In a new Class B, C or D passenger ship: (

a)at least two independent means of communication shall be provided for communication orders from the navigating 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; (
b)one of the independent means of communication referred to in paragraph (
a)shall be an engine-room telegraph which provides visual indication of the orders and responses both in the machinery space and on the navigating bridge; (
c)appropriate means of communication shall be provided to the satisfaction of the Minister between the navigating bridge and any other position on the ship from which the speed or direction of thrust of the propellers may be controlled. Engineers’ alarm 46. In a new Class B, C or D passenger ship, an engineers’ alarm shall be provided to be operated from the engine control room or at a manoeuvring platform as appropriate, and shall be clearly audible in the engineers’ accommodation, and/or navigating bridge as appropriate. Location of emergency installations 47. In a new Class B, C or D passenger ship, emergency sources of electrical power, fire pumps, bilge pumps except those specifically serving the spaces forward of the collision bulkhead, and fixed fire-extinguishing system required by Part 3 of these Rules and other emergency installations which are essential for the safety of the ship, except anchor windlasses, shall not be installed forward of the collision bulkhead. Machinery controls 48.

(1)In a new Class B, C or D passenger ship: (

a)main and auxiliary machinery essential for the propulsion and the safety of the ship shall be provided with effective means for its operation and control to the satisfaction of the Minister; (
b)where remote control of propulsion machinery from the navigating bridge is provided and the machinery spaces are intended to be manned, the following requirements 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 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; (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 navigating bridge shall be indicated in the main machinery control room or at the manoeuvring platform as appropriate; (
v)remote control of the propulsion machinery shall be possible only from one location at a time and interconnected control positions shall be permitted at such locations. At each location an indicator shall be provided 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. The control system s

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AI explanation based on the official legal text. Indicative, not a substitute for legal advice.