NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - made under the Navigation Act 1912 - TABLE OF PROVISIONS PART I--PRELIMINARY 1. Name of Regulations [see Note 1] 3. Repeal 4. Interpretation 4A. Length of ship 5. Application 6. Exemptions PART II--WATERTIGHT SUBDIVISION IN PASSENGER SHIPS Division 1 General 8. Watertight subdivision Division 2 Peak and machinery space bulkheads etc 9. Collision bulkhead 10. Afterpeak and machinery space bulkheads 11. Stern gland and stern tube compartments Division 3 Double bottoms 12. Double bottoms 13. Inner bottom of double bottom 14. Well not to be constructed in double bottom 15. Double bottom not required Division 4 Stability in damaged condition 16. Determination of stability in damaged condition 17. Intact stability 18. Unsymmetrical flooding 19. Information as to cross-flooding fittings and stability to be carried on ships 20. Damage control plans 21. Exemption Division 5 Construction of watertight bulkheads etc 22. Construction of watertight bulkheads etc 23. Tanks for storing liquids to be adequately constructed Division 6 Openings in watertightbulkheads etc 24. Openings in watertight bulkheads and other structures 25. Watertight bulkheads not to be pierced by trunkways 26. Doorways in watertight bulkheads in machinery spaces 27. Certain openings in watertight bulkheads not to be made 28. Doorways etc in collision bulkheads etc 29. Tunnels passing through watertight bulkheads 30. Connection of shaft tunnels 31. Openings in watertight bulkheads Division 7 Means of closing openings in watertight bulkheads etc 32. All openings in watertight bulkheads to be closed by means of watertight doors etc 33. Sliding doors to be fitted Division 8 Construction of watertight doors 34. Construction and fitting of watertight doors generally 35. Material of watertight doors 36. Closing of watertight doors 37. Rubbing faces to be fitted to watertight doors 38. Screw gear on watertight doors 39. Frame of watertight doors 40. Vertically sliding watertight doors 41. Horizontally sliding watertight doors 42. Coal-bunker watertight doors Division 9 Sliding watertight doors 43. Means of operating sliding watertight doors 44. Control of power operated sliding watertight doors 45. Control of sliding watertight doors not power operated Division 10 Watertight doors -- signals and communications 46. Watertight doors -- indicators 47. Watertight doors -- communications Division 11 Openings in the shell plating below the margin line 48. Openings -- generally 49. Side scuttles not to be capable of being opened 50. Side scuttle to be fitted with watertight deadlight 51. Position of side scuttles 52. Discharges and inlets to prevent accidental admission of water 53. Material for cock or valve 54. Inlets or discharges connected with machinery 55. Discharge pipes 56. Bolt connecting cock etc to shell plating to be countersunk etc 57. Watertight decks to be drained 58. Ash-shoots, rubbish-shoots etc 59. Gangway ports Division 12 -- Bulkhead deck 60. Openings above the bulkhead deck 61. Bulkhead deck etc to be weathertight 62. Openings in weathertight deck Division 13 Deadlights 63. Deadlights Division 14 Subdivision load lines 64. Assignment of subdivision load lines 65. Marking of subdivision load lines 66. Dimensions etc of subdivision load line marks PART III--BILGE PUMPING ARRANGEMENTS IN PASSENGER SHIPS Division 1 Number and type of bilge pumps 67. Number and types of bilge pumps in Class I ships 68. Number and types of bilge pumps in Class II ships 69. Certain pumps may be deemed to be bilge pumps 70. Supply of pumps for emergency Division 2 Requirements for bilge pumps and bilge suctions 71. Situation of bilge pumps 72. Priming of bilge pumps 73. Bilge pumps to be capable of draining all watertight compartments 74. Power bilge pumps 75. Diameter of suctions of independent power bilge pumps 76. Arrangement of direct suctions in machinery space 77. Flexible suction hose in stokehold 78. Main-engine circulating pumps to be connected with machinery space 79. Emergency bilge suction 80. One main-engine circulating pump to be fitted with direct discharge overboard 81. Spindles of a sea inlet 82. Hand-operated bilge pumps Division 3 Arrangement of bilge pipes 83. Pipes for draining cargo spaces 84. Material of bilge pipes 85. Positioning etc of bilge suction pipes Division 4 Diameter of bilge suction pipes 86. Interpretation 87. Diameter of main bilge suction pipes 88. Diameter of branch bilge suction pipes Division 5 Precautions against flooding through bilge pipes 89. Arrangement of bilge and ballast pumping systems 90. Connection of bilge pipe with bilge pump 91. Valve in bilge distribution box 92. Provision of lock-up valves or blank flanges 93. Operating instructions to be displayed 94. Flooding through bilge suction pipes to be prevented Division 6 -- Bilge valves, cocks etc 95. Arrangement of distribution boxes, valves, cocks etc 96. Valves etc in bilge system to be operated from above bulkhead deck 97. Operating instructions to be displayed Division 7 Bilge mud boxes and strum boxes 98. Bilge mud boxes 99. Bilge strum boxes Division 8 Sounding pipes 100. Sounding arrangements 101. Sounding pipes PART IV--ELECTRICAL EQUIPMENT AND INSTALLATIONS IN PASSENGER SHIPS Division 1 General 102. Emergency conditions 103. Safety precautions Division 2 Main generating sets 104. Provision of main generating sets 105. Main generating sets to operate during flooding Division 3 Emergency electrical installations 106. Emergency electrical installation 107. Source of electrical power for emergency electrical installation Division 4 Distribution systems 108. Open-type switchboards 109. Hull return not to be used 110. Two or more generating sets operating at same time 111. Electrically operated sprinkler systems 112. Separation of main and emergency feeder cables Division 5 Miscellaneous electrical precautions 113. Exposed metal parts 114. Portable lamps 115. Protection against fire 116. Protection against chafing 117. Protection against overload 118. Protection against explosion 119. Junction and outlet boxes 120. Lighting fittings 121. Lighting circuits 122. Space heaters 123. Accumulator batteries 124. Spare parts and tools PART V--FIRE PROTECTION IN PASSENGER SHIPS Division 1 General 125. Interpretation 126. Testing of specimens of divisions 127. Exemptions 128. General Division 2 Methods of fire protection 129. Methods of fire protection 130. Exemptions Division 3 Structure of ship 131. Use of steel construction 132. Hull, superstructure and deck-houses 133. Accommodation spaces Division 4 Openings in A class divisions 134. Piercing not to affect fire resistance 135. Trunkways to be fitted with dampers etc 136. Openings in A class divisions 137. Doors in A class divisions Division 5 Protection of stairways 138. Stairways and stairway enclosures Division 6 Protection of vertical trunks 139. General 140. Lift trunks 141. Light and air trunks 142. Other trunks Division 7 Protection of control stations 143. Control stations 144. Radiotelegraph rooms Division 8 Protection of store rooms etc 145. Bulkheads of galley, store room etc 146. Inflammable stores Division 9 Deck sheathing 147. Deck sheathing Division 10 Ventilation systems 148. Air supply and exhaust systems 149. Controls for ventilation systems 150. Controls outside machinery spaces 151. Exemptions Division 11 Miscellaneous items of fire protection 152. Enclosed air spaces 153. Concealed and inaccessible spaces 154. Low flame spread surfaces 155. Paints etc not to have nitro-cellulose base 156. Overboard scuppers etc not to be made of lead 157. Pipes penetrating divisions 158. Use of wood in galleys etc to be restricted 159. Windows etc in accommodation spaces 160. Windows in machinery spaces Division 12 Means of escape 161. Means of escape from passenger etc spaces 162. Means of escape from machinery spaces PART VI--BOILERS AND MACHINERY IN PASSENGER SHIPS Division 1 General 163. General 164. Communication with engine-room 165. Location of emergency installations Division 2 Boilers etc 166. Safety valves to be provided 167. Boiler etc to withstand maximum working stresses 168. Cleaning and inspection 169. Hydraulic pressure test for boiler or superheater 170. Hydraulic pressure test for economisers 171. Hydraulic pressure test for mounting Division 3 Boiler feed systems 172. Boiler to have two feed systems 173. Overpressure to be prevented 174. Oil in feed water to be intercepted 175. Check valve etc to be of efficient design etc 176. Feed pipe to be supported Division 4 Steam pipe systems 177. Steam pipes and fittings to withstand maximum working stresses 178. Hydraulic pressure test for steam pipe or fitting 179. Steam pipe not to be subjected to excessive stresses 180. Steam pipe to be drained 181. Steam pipe to be fitted with reducing valve etc Division 5 Machinery 182. Governor etc to be fitted 183. Steam to be shut off if oil system fails 184. Hydraulic pressure test for nozzle box 185. Hydraulic pressure test for steam casing 186. Hydraulic pressure test for engine cylinder 187. Compression ignition engines 188. Machinery operated by oil with low flash point not to be fitted Division 6 Shafts 189. Shafts Division 7 Air pressure systems 190. Starting air compressors 191. Hydraulic pressure test for cylinder 192. Hydraulic pressure test for cooler 193. Hydraulic pressure test for cooling passages and cooler casings 194. Relief valves 195. Additional starting air compressor 196. Air receivers required 197. Air receivers to withstand maximum working stresses 198. Hydraulic pressure test for air receiver 199. Air bottle to be of efficient design etc 200. Fittings for a receiver or bottle 201. Air pressure pipe and fittings 202. Air pressure pipe to be properly supported 203. Air pressure pipe to be free from oil etc 204. Reducing valve etc to be fitted to air pressure pipe Division 8 Engine cooling systems 205. Pumps to be provided for cooling water 206. Strainers for sea-water suctions 207. Provision for inspecting cooling system etc 208. Exhaust pipe etc to be cooled Division 9 Lubricating oil systems 209. Pumps to be provided for circulating oil 210. Strainers 211. Provision for inspecting lubrication system Division 10 Oil-fuel installations (boilers and machinery) 212. Interpretation 213. Application 214. Double-bottom compartment to be fitted with a watertight centre division 215. Oil-fuel tanks 216. Oil-fuel tanks etc to be isolated from water-ballast tanks etc 217. Oil separation equipment 218. Transfer of oil fuel from one tank to another 219. Escape of oil overboard to be prevented 220. Coffer dam to be fitted 221. Sounding equipment for oil-fuel tank 222. Equipment to prevent overpressure in an oil-fuel tank 223. Drain to be of self-closing type 224. Oil-fuel filling stations 225. Oil-filling pipe lines 226. Oil pressure pipes 227. Oil pipes other than oil pressure pipes 228. Oil pipe joints 229. Steam-heating pipes 230. Suction pipe to be fitted with valve etc 231. Oil-fuel levelling pipe to be fitted with valve etc 232. Oil-tank filling pipe to be fitted with non-return valve etc 233. Master valve at furnace fronts 234. Oil-fuel valves 235. Oil-fuel pumps 236. Stopping of fans and closing of openings 237. Oil-fuel units to be provided 238. Overpressure in oil-fuel unit 239. Hydraulic pressure test for oil-fuel unit parts 240. Exhaust drains where steam is used for heating oil fuel 241. Save-alls or gutters under oil-fuel pump etc 242. Save-alls and gutters in way of furnace mouths 243. Oil-fuel separators 244. Dampers fitted to funnels etc to be capable of being secured in open position Division 11 Oil-fuel installations (cooking ranges) 245. Flash point for oil fuel for cooking ranges 246. Oil supply for cooking ranges Division 12 Ventilation 247. Space for oil-fuel tank to be ventilated Division 13 Stores, spare gear and tools 248. Stores etc Division 14 Means of going astern 249. Means for reversing propelling machinery 250. Testing of means of reversing Division 15 Steering gear 251. Steering gear 252. Main steering gear 253. Movement of rudder 254. Exemption from provision of auxiliary steering gear 255. Auxiliary steering gear 256. Auxiliary steering gear where rudder stock over nine inches 257. Indicators 258. Electrically operated steering gear PART VII--BULWARKS IN PASSENGER SHIPS 259. Guard rails, stanchions and bulwarks PART VIII--PROVISIONS APPLICABLE TO CARGO SHIPS 260. Interpretation 261. Application of certain regulations 262. Hull return not to be used 263. Means of escape -- cargo ships 264. Steering gear 265. Electrically operated steering gear 266. Emergency electrical installation in cargo ships 267. Emergency electrical installation in cargo ships under 500 tons 268. Electrical devices 269. General requirements with regard to structural strength and equipment 269A. Requirements with respect to doors in structural bulkheads 269B. Watertight bulkheads in cargo ships 270. Bulkheads 271. Deck coverings 272. Power ventilation 273. Pipes PART IX--EQUIVALENTS 274. Equivalents FIRST SCHEDULE Calculation of permissible length of watertight SECOND SCHEDULE Stability in damaged condition THIRD SCHEDULE Construction of watertight bulkheads FOURTH SCHEDULE Methods of fire protection NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 1 Name of Regulations [see Note 1] These Regulations are the Navigation (Construction) Regulations 1968. NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 3 Repeal (1) The Navigation (Construction of Passenger Ships) Regulations (being Statutory Rules 1959, No. 45) are repealed. (2) Notwithstanding the repeal effected by the last preceding subregulation, the Navigation (Construction of Passenger Ships) Regulations continue, subject to subregulation (2) of regulation 5 of these Regulations, to apply to and in relation to passenger ships the keels of which were laid before the commencement of these Regulations. NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 4 Interpretation (1) In these Regulations, unless the contrary intention appears: "accommodation space" includes: (a) passenger space; (b) crew space; (c) office space; (d) pantry space other than main pantry space; and (e) other similar space other than service space or open space on deck. "approved" means approved by the Authority. "breadth", in relation to a ship, means the extreme width from outside of frame to outside of frame at or below the ship's deepest subdivision load water-line. "bulkhead deck", in relation to a ship, means the deck of the ship determined by the Authority to be, for the purposes of these Regulations, the bulkhead deck of the ship. "cargo ship" has the same meaning as in Part IV of the Act. "cargo space "means the space used for cargo including cargo oil tanks and trunks to such spaces. "Class I ship" means: (a) a passenger ship registered in Australia that is engaged, whether regularly or intermittently, on international voyages; or (b) a passenger ship that is engaged, whether regularly or intermittently, in carrying passengers from Australia on international voyages. "Class II ship "means a passenger ship that is an Australian-trade ship or a limited coast-trade ship other than a Class I ship. "control station "includes: (a) a radiotelegraph room; or (b) any other enclosed space which houses: (i) a compass, a direction-finder, radar equipment, a steering wheel or other similar equipment used in navigation; (ii) a central indicator connected with a system for the detection of fire or smoke; or (iii) an emergency generator. "crew space "has the same meaning as in the Navigation (Crew Accommodation) Regulations. "criterion numeral", in relation to a ship, means the criterion numeral of the ship determined in accordance with such of the provisions of the First Schedule as apply to the ship. "deepest subdivision load line", in relation to a ship, means the deepest subdivision load line marked on the ship in accordance with regulation 66 of these Regulations. "deepest subdivision load water-line", in relation to a ship, means the load water-line that corresponds to the greatest draught determined in accordance with such of the provisions of the First Schedule as apply to the ship. "draught", in relation to a ship, means the vertical distance from the moulded base line amidships to a subdivision load water-line. "factor of subdivision", in relation to a ship or portion of a ship, means the factor of subdivision for the ship or that portion of the ship, as the case may be, determined in accordance with such of the provisions of the First Schedule as apply to that ship or that portion of the ship, as the case may be. "floodable length", in relation to a point along the length of a ship at a draught, means the maximum portion of the length of the ship having its centre at that point which, at that draught, under the assumption that the ship has no list, and under such of the assumptions of permeability set out in the First Schedule as are applicable to that portion, can be flooded without submerging any part of the margin line of the ship. "Group A cargo ship" means a cargo ship the keel of which was laid before 20 March 1968. "Group A passenger ship "means a passenger ship the keel of which was laid before 20 March 1968. "Group B cargo ship" means a cargo ship the keel of which was laid during the prescribed period. "Group B passenger ship" means: (a) a passenger ship the keel of which was laid during the prescribed period; or (b) a ship that was converted during the prescribed period for service as a passenger ship. "independent power pump", in relation to a ship, means a pump operated by power otherwise than from the main engines of the ship. "international voyage "has the same meaning as in Part IV (other than Division 5 of that Part) of the Act. "machinery space", in relation to a ship, means: (a) if the Authority has defined the spaces of the ship that are to be regarded for the purpose of these Regulations as the machinery space of the ship -- the spaces so defined; or (b) if the Authority has not so defined the spaces -- the space extending from the moulded base line to the margin line of the ship and between the extreme main transverse watertight bulkheads of the ship which bound the spaces appropriated to the main and auxiliary propelling machinery, the boilers, if any, serving the needs of propulsion and the permanent coal bunkers, if any, of the ship; and, for the purposes of Parts V and VIII of these Regulations, also includes spaces which are occupied by refrigerating machinery, boilers not serving the needs of propulsion, pumps, engineers' work shops, generators, ventilation or air conditioning machinery, or oil-filling stations and other machinery used in the service of the ship, and trunkways leading to those spaces. "main-engine circulating pump", in relation to a ship, means the pump installed for the purpose of circulating water through the main condenser of the ship. "main vertical zone", in relation to a ship, means one of the main vertical zones into which the hull, superstructure and deck-houses of the ship are divided in accordance with regulation 132 of these Regulations. "margin line", in relation to a ship, means a line drawn at least three inches below the upper surface of the bulkhead deck at the side of the ship and assumed for the purpose of determining the floodable length of the ship. "naval architect "means the Assistant Manager, Ship Structures, in the Authority. "passenger ship" has the same meaning as in Part IV of the Act. "passenger space" means: (a) space provided for the accommodation and use of passengers other than service space; and (b) in Part II and in the First Schedule includes space, provided below the margin line, for the accommodation and use of the crew. "permeability", in relation to a space in a ship, means the percentage of the space below the margin line of the ship which, on the assumption that it is equipped for the purpose for which it is intended, can be occupied by water. "prescribed period "means the period commencing on 20 March 1968 and ending at the expiration of 24 May 1980. "public space" includes a hall, a dining room, a bar room, a smoke room, a lounge room, a recreation room, a children's nursery and a library. "radiotelegraph room "means the radiotelegraph room provided in a ship in accordance with Marine Orders, Part 26 (Equipment -- Communication), as in force from time to time. "service space" includes galleys, main pantries, laundries, store rooms, paint rooms, baggage rooms, mail rooms, bullion rooms, carpenters' workshops, plumbers' workshops and any trunkway leading to such a space. "subdivision load water-line", in relation to a ship, means a water-line assumed in determining the subdivision of the ship in accordance with these Regulations. "the Act "means the Navigation Act 1912-1967. "watertight", in relation to a structure in a ship, means capable of preventing the passage of water through the structure in any direction under a head of water up to the margin line of the ship. "watertight door" means a door that complies with the requirements of Division 8 of Part II of these Regulations. "weathertight", in relation to a structure, means capable of preventing the passage of sea water through the structure in ordinary sea conditions. (2) In Parts II to VII (inclusive) of these Regulations, a reference to a ship is a reference to a passenger ship to which those Parts apply. (3) A reference in these Regulations to a Schedule by number shall be read as a reference to the Schedule so numbered to these Regulations. (4) A reference in these Regulations to Marine Orders is a reference to orders made under the Navigation (Orders) Regulations as in force from time to time. NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 4A Length of ship (1) A reference in these Regulations to the length of a ship, being a ship that is a passenger ship, shall be read as a reference to the length measured between the perpendiculars at the extremities of the deepest subdivision load waterline of the ship. (2) A reference in these Regulations to the length of a ship, being a ship that is a cargo ship, shall be read as a reference to: (a) a distance equal to 96 per cent of the total length of the ship measured on a waterline that is: (i) in the case of a ship other than a ship referred to in subparagraph (ii) or (iii) -- at a distance, from the top of the keel, equal to 85 per cent of the least moulded depth of the ship; (ii) in the case of a wood ship or a composite ship -- at a distance, from the lower edge of the keel rabbet, equal to 85 per cent of the least moulded depth of the ship; or (iii) in the case of a ship in which the form at the lower part of the midship section is of a hollow character or in which thick garboards are fitted -- at a distance, from the point where the line of the flat of the bottom continued inwards cuts the side of the keel of the ship, equal to 85 per cent of the least moulded depth of the ship; or (b) if the distance measured from the fore side of the stem to the axis of the rudder stock on that waterline is greater than the distance applicable under paragraph (a) -- that greater distance. (3) In the case of a cargo ship designed with a rake of keel, the waterline on which the total length of the ship is to be measured for the purposes of subregulation (2) shall be parallel to the designed waterline. NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 5 Application (1) Parts I to VII (inclusive) of these Regulations apply to and in relation to Group B passenger ships which are Class I ships or Class II ships. (2) Where, during the prescribed period, alterations were made to the watertight subdivision, to the bilge pumping arrangements, to the electrical equipment and installations, to the boilers and the machinery, or to the means of fire protection in a Group A passenger ship or to the construction of a Group A passenger ship, the provisions of these Regulations, in so far as they apply to and in relation to the part of the ship that has been altered apply to and in relation to the ship as so altered as if it were a Group B passenger ship to which these Regulations apply. NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 6 Exemptions The Authority may, subject to these Regulations, exempt a ship (other than a nuclear ship) or ships (other than nuclear ships) included in a specified class of ships from the application of any of the provisions of these Regulations to the extent that it is satisfied that compliance with such a provision is unreasonable or impracticable in relation to that ship or those ships. NAVIGATION (CONSTRUCTION) REGULATIONS 1968Division 1 General NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 8 Watertight subdivision (1) A ship shall be subdivided below the bulkhead deck into compartments by bulkheads. (2) The length of a compartment shall not exceed the permissible length ascertained for that compartment in accordance with the First Schedule. (3) Each bulkhead shall be watertight up to the bulkhead deck. (4) Every other portion of the internal structure of the ship which affects the efficiency of the subdivision of the ship shall be watertight and of a design which will maintain the integrity of the subdivision. NAVIGATION (CONSTRUCTION) REGULATIONS 1968Division 2 Peak and machinery space bulkheads etc NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 9 Collision bulkhead (1) A ship shall be provided with a collision bulkhead. (2) The collision bulkhead shall be watertight up to the bulkhead deck. (3) The distance between the collision bulkhead and the ship's forward perpendicular shall be not less than five per centum of the length of the ship and not more than ten feet plus five per centum of the length of the ship. (4) If the ship has a long forward superstructure, the collision bulkhead shall be extended to the deck next above the bulkhead deck. (5) Where an extension of the collision bulkhead is required by the last preceding subregulation: (a) the extension shall be weathertight; and (b) if the extension is not fitted directly over the bulkhead below: (i) the distance between the extension and the ship's forward perpendicular shall be not less than five per centum of the length of the ship; and (ii) the part of the bulkhead deck which forms the step shall be made weathertight. (6) The plating and stiffeners of the extension required by subregulation (4) of this regulation shall be constructed in accordance with the provisions of the Third Schedule as if the extension formed part of a bulkhead immediately below the bulkhead deck. (7) Except as provided in the next succeeding subregulation, the collision bulkhead may be pierced below the margin line by not more than one pipe for dealing with fluid in the forepeak tank, if the pipe is fitted with a screwdown valve capable of being operated from above the bulkhead deck and the valve chest is secured inside the forepeak tank to the collision bulkhead. (8) Where the forepeak is divided to hold two different kinds of liquids, the Authority may allow the collision bulkhead to be pierced below the margin line by two pipes, each of which is fitted in accordance with the last preceding subregulation, if the Authority 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. NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 10 Afterpeak and machinery space bulkheads (1) A ship shall be provided with a watertight afterpeak bulkhead and with watertight bulkheads dividing the space appropriated to the main and auxiliary propelling machinery, the boilers, if any, and the permanent coal bunkers, if any, from other spaces. (2) Subject to the next succeeding subregulation, the bulkheads referred to in the last preceding subregulation shall be watertight up to the bulkhead deck. (3) The afterpeak bulkhead may be stopped below the bulkhead deck if the safety of the ship is not thereby impaired. NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 11 Stern gland and stern tube compartments (1) The stern gland of a ship shall be situated in a watertight shaft tunnel or other watertight space separate from the stern tube compartment and of such a volume that, if the tunnel or space is flooded, the margin line will not be submerged. (2) The stern tube of a ship shall be enclosed in a watertight compartment the volume of which shall be the smallest compatible with the proper design of the ship. NAVIGATION (CONSTRUCTION) REGULATIONS 1968Division 3 Double bottoms NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 12 Double bottoms (1) A ship the length of which is one hundred and sixty-five feet or more but less than two hundred feet shall be fitted with a watertight double bottom extending from the machinery space to, or as near as is practicable to, the collision bulkhead. (2) Subject to the next succeeding subregulation, a ship the length of which is two hundred feet or more shall be fitted with a watertight double bottom extending from, or from as near as is practicable to, the collision bulkhead to, or as near as is practicable to, the afterpeak bulkhead. (3) The last preceding subregulation does not require a double bottom to be fitted in the machinery space of a ship the length of which is less than two hundred and forty-nine feet. NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 13 Inner bottom of double bottom (1) Where a double bottom is fitted to a ship in pursuance of the last preceding regulation, its depth shall not be less than that determined by a naval architect and its inner bottom shall be continued out to the sides of the ship in such a manner as to protect the ship to the turn of the bilge. (2) The inner bottom shall be deemed to comply with the last preceding subregulation if the line of intersection of the outer edge of the margin plate of the inner bottom with the shell plating of the ship is not lower at any point than a horizontal plane passing through the point of intersection of the frame line amidships with a line inclined at an angle of twenty-five degrees to the base line amidships and cutting that base line at a point one half of the ship's moulded breadth from the middle line. NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 14 Well not to be constructed in double bottom (1) Subject to subregulation (3) of this regulation, a well shall not be constructed in a double bottom fitted to a ship in pursuance of this Division unless the Authority exempts the ship from the requirements of this subregulation. (2) The Authority shall not exempt a ship from the requirements of the last preceding subregulation unless it is satisfied that the protection given to the ship by the double bottom will not be diminished by reason of the exemption. (3) A well may be constructed in the double bottom of a ship for the purposes of drainage in the after end of the shaft tunnel, if the ship is a screw ship, and in any other position, if: (a) the well is not larger, and does not extend downwards further, than is necessary for that purpose; (b) the depth of the well is not, except in the case of a well at the after end of the shaft tunnel, more than the depth less eighteen inches of the double bottom at the centreline; and (c) the well does not, except in the case of a well at the after end of the shaft tunnel, extend below the horizontal plane referred to in subregulation (2) of the last preceding regulation. NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 15 Double bottom not required Nothing in this Division requires a double bottom to be fitted in a part of a ship in way of a watertight compartment used exclusively for the carriage of liquids if, in the event of bottom or side damage to that part of the ship, the safety of the ship will not be impaired by reason of the absence of the double bottom. NAVIGATION (CONSTRUCTION) REGULATIONS 1968Division 4 Stability in damaged condition NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 16 Determination of stability in damaged condition For the purposes of this Division sufficiency of the intact stability of a ship shall be determined in accordance with the provisions of the Second Schedule or, where in regard to a particular ship it appears to a naval architect that the range of stability in the damaged condition is doubtful or unreasonable, the Authority may, after such further investigation as it requires, fix special conditions applicable to the construction of that particular ship. NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 17 Intact stability A ship shall be so constructed as to provide sufficient intact stability in all service conditions: (a) to enable the ship to withstand the final flooding of any one of the main compartments into which the ship is subdivided in accordance with regulation 8 of these Regulations; (b) if two adjacent main compartments of the ship are separated by a bulkhead which is stepped -- to enable the ship to withstand the final flooding of those compartments; (c) if the ship's factor of subdivision is .5 or less but more than .33 -- to enable the ship to withstand the final flooding of any two of the main compartments which are adjacent to each other; and (d) if the ship's factor of subdivision is .33 or less -- the intact stability shall be adequate to withstand the flooding of any three adjacent main compartments. NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 18 Unsymmetrical flooding (1) So far as is practicable, a ship shall be so constructed as to keep at a minimum unsymmetrical flooding when the ship is in a damaged condition. (2) If the margin line of a ship may become submerged during the flooding assumed for the purposes of the calculation referred to in the Second Schedule, the Authority may, after such investigations as it considers necessary, require that the construction of the ship shall be such that it will be possible to ensure: (a) that the maximum angle of heel during any stage of the flooding will not be such as will endanger the safety of the ship; and (b) that the margin line will not be submerged in the final stage of flooding. (3) Where it is necessary to correct large angles of heel, the means adopted shall be self-acting or, if cross-flooding fittings are used, the controls for those fittings shall be capable of being operated from above the bulkhead deck and the time that those fittings take for equalization shall not exceed fifteen minutes. (4) If cross-flooding fittings are provided in a ship, the Authority may require that those fittings and the maximum heel of the ship before equalization shall be such as will not endanger the safety of the ship. NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 19 Information as to cross-flooding fittings and stability to be carried on ships (1) The master or owner of a ship may take the ship to sea, or permit the ship to be taken to sea, only if there is provided in the ship, for the use of the master, in writing: (a) information as to the use of any cross-flooding fittings provided in the ship; and (b) such information as is necessary for the maintenance of sufficient intact stability under service conditions to enable the ship to withstand damage to the extent specified in the Second Schedule; and (c) in the case of a ship provided with cross-flooding fittings, information as to the conditions of stability on which the calculations of heel have been based, including a warning that excessive heeling may result if the ship sustains damage under less favourable conditions. Penalty: 2 penalty units. (2) An offence against subregulation (1) is an offence of strict liability. Note For strict liability, see section 6.1 of the Criminal Code. NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 20 Damage control plans (1) The master or owner of a ship may take the ship to sea, or permit the ship to be taken to sea, only if: (a) there are permanently exhibited in the wheelhouse or charthouse plans showing clearly, for each deck and hold, the boundaries of the watertight compartments, the openings in those compartments, the means of closure and the position of any controls of those means of closure and the arrangements for the correction of any list due to flooding; and (b) there are on board, in booklet form, a number at least equal to the number of officers normally carried in the ship of copies of the information referred to in paragraph (a). Penalty: 2 penalty units. (2) An offence against subregulation (1) is an offence of strict liability. Note For strict liability, see section 6.1 of the Criminal Code. NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 21 Exemption The Authority may, by instrument in writing, grant in relation to a ship (other than a nuclear ship), subject to such conditions, if any, as it thinks necessary, an exemption from compliance with a requirement of this Division, if, in its opinion: (a) the intact metacentric height of the ship in any service condition necessary to meet the requirements of this Division is excessive for the service for which the ship is intended; (b) 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; and (c) in all the circumstances it would be unreasonable to require compliance with the requirement. NAVIGATION (CONSTRUCTION) REGULATIONS 1968Division 5 Construction of watertight bulkheads etc NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 22 Construction of watertight bulkheads etc Where, by these Regulations, a bulkhead or other portion of the internal structure of a ship is required to be watertight, the construction of the bulkhead or other portion of the ship shall comply with such of the requirements specified in the Third Schedule as are applicable to the bulkhead or other portion of the ship. NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 23 Tanks for storing liquids to be adequately constructed A tank forming part of the structure of a ship and intended for storing oil fuel or other liquids shall comply with such of the requirements specified in the Third Schedule as are applicable. NAVIGATION (CONSTRUCTION) REGULATIONS 1968Division 6 Openings in watertightbulkheads etc NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 24 Openings in watertight bulkheads and other structures The number of openings in a watertight bulkhead, or other internal structure that is required by these Regulations to be watertight, shall be the minimum compatible with the design and proper working of the ship and satisfactory means shall be provided for closing those openings. NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 25 Watertight bulkheads not to be pierced by trunkways Unless the Authority otherwise determines, a watertight bulkhead shall not be pierced by a trunkway or tunnel installed in connexion with a ventilation, forced draught or refrigeration system. NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 26 Doorways in watertight bulkheads in machinery spaces (1) The number of doorways (other than bunker or tunnel doorways) which pierce a main transverse watertight bulkhead in the machinery space of a ship shall not exceed one. (2) Where a main transverse watertight bulkhead in the machinery space of a ship is pierced by a doorway, the doorway shall be placed so that the sill of the doorway is as high as possible in the ship, and the door shall be a sliding door. NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 27 Certain openings in watertight bulkheads not to be made A watertight bulkhead outside the machinery space of a ship shall not be pierced by an opening which may be closed only by a portable bolted plate or plates. NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 28 Doorways etc in collision bulkheads etc (1) Subject to the next succeeding subregulation, a doorway, manhole or access opening shall not be fitted: (a) in the collision bulkhead of a ship below the margin line; or (b) in any other transverse watertight bulkhead which divides a cargo space from another cargo space or from a permanent or reserve bunker in the ship. (2) The Authority may approve of a bulkhead referred to in the last preceding subregulation which divides two 'tween-deck cargo spaces being fitted with doorways and doors if: (a) it is satisfied that the doorways are necessary for the proper working of the ship; (b) the outboard vertical edge of each doorway is as far as practicable from the shell plating of the ship and, in any case, is not less than one-fifth of the breadth of the ship, measured at right angles to the centre line of the ship at the level of the deepest subdivision load water-line, from that plating; (c) the doorways are fitted so that the sills of the doorways are as high as possible in the ship; and (d) the doors so fitted are hinged, rolling or sliding doors, the doors are not remotely controlled and the doors are fitted with a device that prevents unauthorized opening. NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 29 Tunnels passing through watertight bulkheads (1) Where a tunnel in a ship, other than a tunnel running beneath the inner bottom, if any, of the ship, passes through a watertight bulkhead, the tunnel shall be watertight. (2) Where a tunnel required by the last preceding subregulation to be watertight is intended for use as a passage at sea: (a) the means of access at one end of the tunnel shall be through a watertight trunkway extending to a height sufficient to permit access above the margin line; and (b) the means of access at the other end of the tunnel shall be through a watertight door. (3) A tunnel shall not extend through the first watertight subdivision bulkhead abaft the collision bulkhead. NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 30 Connection of shaft tunnels (1) Where two or more shafts are fitted in a ship, the tunnels shall be connected by an intercommunicating passage. (2) Where two shafts are fitted in a ship, there shall be only one door between the machinery space and the tunnel spaces. (3) Where more than two shafts are fitted in a ship, there shall be only two doors between the machinery space and the tunnel spaces. NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 31 Openings in watertight bulkheads (1) If a pipe, scupper, electric cable or other equipment is carried through a watertight subdivision bulkhead, such provisions as are necessary to ensure that the bulkhead is watertight shall be made. (2) Valves and cocks not forming part of a piping system shall not be placed in a watertight subdivision bulkhead. (3) Lead or other heat sensitive materials shall not be used in a system which penetrates a watertight subdivision bulkhead if deterioration in that system in the event of fire would impair the watertightness of the bulkhead. NAVIGATION (CONSTRUCTION) REGULATIONS 1968Division 7 Means of closing openings in watertight bulkheads etc NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 32 All openings in watertight bulkheads to be closed by means of watertight doors etc (1) An opening in a watertight bulkhead or other watertight structure shall be provided with a watertight door or other watertight covering by means of which the opening may be closed and made watertight. (2) The means of operation of any watertight door, whether power operated or not, shall be capable of closing the door with the ship listed to fifteen degrees either way. NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 33 Sliding doors to be fitted (1) A door fitted to an opening referred to in the last preceding regulation shall be a sliding door having a horizontal or a vertical motion, a hinged door or a door of an equivalent type, but shall not be a plate door secured only by bolts. (2) A hinged door may be fitted to an opening: (a) in a bulkhead, not being a collision bulkhead, which divides one 'tween-deck cargo space from another 'tween-deck cargo space; or (b) in a bulkhead or other structure in a passenger space, crew space or working space above a deck the underside of which at its lowest point at side is at least seven feet above the deepest subdivision load water-line; but not otherwise. (3) A hinged door referred to in the last preceding subregulation shall be fitted with catches or other quick action closing devices capable of being operated from each side of the bulkhead in which the door is fitted. NAVIGATION (CONSTRUCTION) REGULATIONS 1968Division 8 Construction of watertight doors NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 34 Construction and fitting of watertight doors generally A watertight door shall be of such design, material and construction as will maintain the integrity of the watertight bulkhead in which it is fitted. NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 35 Material of watertight doors (1) Subject to the next succeeding subregulation, a watertight door, and the frame of a watertight door, shall be made of cast steel, mild steel or cast iron. (2) A watertight door, and the frame of a watertight door, which gives direct access to a space which may contain bunker coal shall not be made of cast iron. NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 36 Closing of watertight doors A watertight door shall be closed by means other than gravity or a dropping weight. NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 37 Rubbing faces to be fitted to watertight doors (1) A sliding watertight door, or the frame of a sliding watertight door, shall be fitted with rubbing faces of brass or similar material. (2) If the width of the rubbing faces is less than one inch, the rubbing faces shall be fitted in recesses. NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 38 Screw gear on watertight doors If a screw gear is used for operating a sliding watertight door, the nut in which the screw works shall be made of a suitable non-corrodible metal. NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 39 Frame of watertight doors (1) The frame of a watertight door shall be properly fitted to the bulkhead in which the door is situated and the jointing material between the frame and the bulkhead shall be of a type which will not deteriorate or be injured when subject to heat. (2) The frame of a vertically sliding watertight door shall be so constructed: (a) that there is no groove in the bottom of the frame in which dirt may lodge; and (b) if the frame is of skeleton form -- that dirt cannot lodge in the frame. NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 40 Vertically sliding watertight doors (1) The bottom edge of a vertically sliding watertight door shall be tapered or bevelled. (2) A vertically sliding watertight door which is operated by power shall be so constructed and fitted that, if the power supply ceases when the door is raised, the door will not drop. NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 41 Horizontally sliding watertight doors (1) A horizontally sliding watertight door shall be so installed as to prevent it moving if the ship rolls and, if necessary, a clip or other suitable device shall be provided to prevent the door from so moving. (2) A clip or device referred to in the last preceding subregulation shall not interfere with the closing of the door when the door is required to be closed. NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 42 Coal-bunker watertight doors A watertight door which is a coal-bunker door shall be provided with screens or other devices to prevent coal from interfering with the closing of the door. NAVIGATION (CONSTRUCTION) REGULATIONS 1968Division 9 Sliding watertight doors NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 43 Means of operating sliding watertight doors (1) Watertight doors the sills of which are above but not more than seven feet above the deepest subdivision load line shall be sliding doors, which may be hand operated. (2) Where, in a ship: (a) a trunkway which is part of a refrigeration, ventilation or forced draught system is carried through more than one transverse watertight bulkhead; and (b) the sill of the opening by which the trunkway is carried through such a bulkhead is not more than seven feet above the deepest subdivision load water-line of the ship; a power operated sliding door shall be fitted to that opening. (3) Watertight doors which may, in the normal working of the ship, be required to be opened at sea, the sills of which are below the deepest subdivision load line, shall be sliding doors. (4) Where the number of the doors referred to in the last preceding subregulation (excluding doors at entrances to shaft tunnels) exceeds five, they shall be power operated and capable of being simultaneously closed from a central station on the bridge. (5) Subject to the next succeeding subregulation, where: (a) the number of doors referred to in subregulation (3) of this regulation (excluding doors at entrances to shaft tunnels) is two or more but does not exceed five; and (b) the ship has passenger spaces below the bulkhead deck; those doors shall be power operated and shall be capable of being simultaneously closed from a central station situated on the bridge. (6) Where the number of doors referred to in subregulation (3) of this regulation is two and they are into or within a machinery space, those doors may be hand operated. (7) All doors at the entrances to shaft tunnels or ventilation or forced draught ducts shall be power operated and capable of being simultaneously closed from a central station on the bridge. (8) A sliding watertight door: (a) which is fitted between bunkers in the `tween decks of a ship below the bulkhead deck; and (b) which may be required to be opened at sea for the purpose of trimming coal; shall be power operated. NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 44 Control of power operated sliding watertight doors (1) Where sliding watertight doors in a ship are required by these Regulations to be power operated from a central station on the bridge: (a) the gearing shall be so arranged that each door can be operated by power also at the door itself from both sides; (b) the arrangement shall be such that each door will close automatically if opened by local control after being closed from the central station, and also such that each door can be kept closed by local systems which will prevent the door from being opened from the central station; (c) local control handles in connexion with the power gear shall be provided on each side of the bulkhead and shall be so arranged as to enable persons passing through the doorway to hold both handles in the open position without being able to set the closing mechanism in operation accidentally; (d) the doors may have a horizontal or a vertical motion; (e) the ship shall be provided with at least two independent sources of power for opening and closing those doors; (f) each of those sources of power shall be controlled from the central station on the bridge and shall be capable of operating all those doors simultaneously; (g) indicators shall be fitted on the bridge of the ship to show whether sufficient power is available from each of those sources for operating the doors; (h) in the case of hydraulic operation, each power source shall consist of a pump capable of closing all the doors in not more than sixty seconds; (i) in the case of hydraulic operation, the whole installation shall have hydraulic accumulators of sufficient capacity to operate all the doors at least three times, that is to say, to close, open and reclose the doors; (j) the fluid, if any, used for the purpose of operating the doors shall be incapable of freezing at temperatures likely to be encountered on the voyages on which the ship is, or will be, engaged; and (k) the mechanism for closing the doors shall be so timed that the time taken for a door to close is sufficient to ensure the safety of persons in or near the doorway. (2) All power operated watertight doors shall be provided with an approved hand gear workable at the door itself on either side and from an accessible position above the bulkhead deck. NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 45 Control of sliding watertight doors not power operated (1) Where a sliding watertight door in a ship is not required by these Regulations to be operated by power, it may have a horizontal or a vertical motion and shall be provided with an approved hand operated mechanism at the door itself capable of being operated from either side, and from an accessible position above the bulkhead deck. (2) The requirement in the last preceding subregulation that the mechanism at the door is to be capable of being operated from either side does not apply if the layout of the spaces on either side of the door makes compliance with that requirement impossible. (3) The mechanism referred to in subregulation (1) of this regulation shall be capable of completely closing the door, with the ship upright, in less than ninety seconds. (4) Where a sliding watertight door is in a machinery space of a ship, the gear by which the door can be operated by hand from above the bulkhead deck shall be situated outside the machinery space unless there is no position outside that space in which the controls can be placed without interfering with the efficiency of that gear. NAVIGATION (CONSTRUCTION) REGULATIONS 1968Division 10 Watertight doors -- signals and communications NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 46 Watertight doors -- indicators Each watertight door in a ship shall be connected with an indicator at each position at which the door may be operated, other than at the door itself, showing whether the door is open or closed. NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 47 Watertight doors -- communications (1) A control of a sliding watertight door in a ship, being a control which operates the door by power, shall be connected to a warning device which, upon any movement of the control to close the door, will give an audible warning at the door in sufficient time before the closing of the door to enable the movement of persons and articles away from the door. (2) If a watertight door in a ship is not capable of being operated from a central control, there shall be installed in the ship a telegraph, telephone or other means of communication by means of which an order to close the door may be promptly communicated from the bridge. NAVIGATION (CONSTRUCTION) REGULATIONS 1968Division 11 Openings in the shell plating below the margin line NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 48 Openings -- generally (1) The number of openings, and the number of each class of opening, in the shell plating of a ship below the margin line shall be the minimum compatible with the design and proper working of the ship. (2) Such an opening shall be provided with a watertight covering, or other device, by means of which the opening may be closed and made watertight. (3) In this regulation, opening includes a side scuttle (whether opening or non-opening), a port, a scupper and a sanitary discharge opening. NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 49 Side scuttles not to be capable of being opened (1) Subject to the next succeeding subregulation, a side scuttle in a 'tween decks of a ship shall not be capable of being opened. (2) Where a side scuttle in a ship is fitted in a 'tween decks and the sill of that side scuttle, and of every other side scuttle in that 'tween decks, is above a line drawn parallel to the bulkhead deck at side and having its lowest point at a distance equal to two and one-half per centum of the breadth of the ship above the deepest subdivision load water-line of the ship, the side scuttle may be an opening type if it can be opened only with the consent of the master by means of a key or special tool which does not form part of the scuttle. NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 50 Side scuttle to be fitted with watertight deadlight (1) Subject to the next succeeding subregulation, a side scuttle which is fitted below the margin line of a ship shall be fitted with a watertight hinged deadlight which shall be permanently attached to the scuttle. (2) Where: (a) a side scuttle is fitted below the margin line of a ship in a crew space or in a passenger space; and (b) the side scuttle is: (i) abaft a point which is distant one-eighth of the length of the ship from the forward perpendicular of the ship; and (ii) above a line drawn parallel to the bulkhead deck at side and having its lowest point at a distance equal to twelve feet plus two and one-half per centum of the breadth of the ship above the deepest subdivision load water-line of the ship; the side scuttle may be provided with a portable watertight deadlight stowed adjacent to the side scuttle, unless the Navigation (Load Lines) Regulations require the deadlight in such a case to be permanently attached. NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 51 Position of side scuttles (1) A side scuttle shall not be fitted below the margin line of a ship in a space intended solely for the carriage of cargo or coal. (2) A side scuttle may be fitted below the margin line of a ship in a space used alternately for the carriage of passengers or cargo, if it is so designed and fitted that it, or the deadlight attached to it, can not be opened without the consent of the master of the ship. (3) A side scuttle for automatic ventilation shall not be fitted below the margin line of a ship. NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 52 Discharges and inlets to prevent accidental admission of water (1) Each inlet and discharge led through the shell plating of a ship below the margin line of the ship shall be fitted with efficient and readily accessible means for preventing the accidental admission of water into the ship and, in particular, a discharge led through the shell plating of the ship from spaces below the margin line of the ship, not being a discharge in connexion with machinery, shall be provided with: (a) one automatic non-return valve fitted with: (i) means by which the valve can be closed from a readily accessible position above the bulkhead deck of the ship; and (ii) an indicator at the position from which the valve can be closed to show whether the valve is open or closed; or (b) two automatic non-return valves the upper of which: (i) shall be of a horizontal balanced type which is normally closed; and (ii) shall be so situated above the ship's deepest subdivision load water-line as to be always accessible for examination under service conditions. (2) Where a valve fitted to a discharge in pursuance of the last preceding subregulation is: (a) a geared valve; or (b) the lower of two non-geared valves; the valve shall be secured to the shell plating of the ship. (3) Lead or other heat sensitive materials shall not be used for pipes fitted outboard of shell valves in inlets or discharges, or any other application, if the deterioration of the pipes in the event of fire would give rise to the danger of flooding. NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 53 Material for cock or valve Where: (a) a cock or valve is fitted to an inlet or discharge in a ship; (b) the inlet or discharge is not connected with machinery; and (c) the cock or valve is situated below the margin line of the ship or the failure of the cock or valve could affect the subdivision of the ship; the cock or valve shall be made of steel, bronze or other approved ductile material. NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 54 Inlets or discharges connected with machinery A main or auxiliary inlet or discharge in a ship, being an inlet or discharge connected with machinery, shall be fitted with a cock or valve which: (a) shall be situated between the pipe connected with the inlet or discharge and the shell plating of the ship or between that pipe and a fabricated box attached to the shell plating of the ship; (b) shall be made of steel, bronze or other approved ductile material; and (c) if the cock or valve is made of steel -- shall be protected against corrosion. NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 55 Discharge pipes (1) A discharge pipe led through the shell plating of a ship below the margin line shall not be fitted in a direct line between the outboard opening and the connexion with the deck, water closet or other thing to which the pipe is connected, but shall have a bend or elbow of steel, bronze or other approved ductile material. (2) A discharge pipe led through the shell plating of a ship below the margin line, and the valve or valves fitted to it, shall be protected from damage. NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 56 Bolt connecting cock etc to shell plating to be countersunk etc A bolt which connects a cock, valve, discharge or inlet pipe, or other similar equipment, to the shell plating of a ship below the margin line of the ship shall: (a) have its head outside the shell plating of the ship; and (b) be either countersunk or cup-headed. NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 57 Watertight decks to be drained A drainage system shall be provided for the drainage of each watertight deck of a ship below the margin line of the ship and, where drainage pipes are used for that purpose, they shall be so fitted with valves, or otherwise so constructed, as to prevent the passage of water from one to another of the watertight compartments into which the ship is subdivided in pursuance of this Part of these Regulations. NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 58 Ash-shoots, rubbish-shoots etc (1) The inboard opening of an ash-shoot, rubbish-shoot or other similar shoot in a ship (not being an ash ejector or expeller to which subregulation (3) of this regulation applies) shall be fitted with: (a) a watertight cover; and (b) where the opening is below the margin line of the ship -- an automatic non-return valve in a readily accessible position above the deepest subdivision load water-line of the ship. (2) The valve referred to in the last preceding subregulation shall be of a horizontal balanced type which is normally closed and shall be provided with a control at the valve for securing it in a closed position. (3) An ash ejector or expeller the inboard opening of which is in the stokehold of a ship and below the deepest subdivision load water-line of the ship shall be fitted with equipment which will prevent water entering the ship through the ejector or expeller. NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 59 Gangway ports Where a gangway port, cargo port or coaling port is fitted below the margin line of a ship: (a) the port shall be of adequate strength; and (b) the lowest point of the port shall be above the deepest subdivision load water-line of the ship. NAVIGATION (CONSTRUCTION) REGULATIONS 1968Division 12 -- Bulkhead deck NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 60 Openings above the bulkhead deck (1) All measures necessary to limit the entry and spread of water above the bulkhead deck, including the provision of partial watertight bulkheads or webs, shall be taken. (2) A side scuttle, gangway port, cargo port, coaling port or other fitting for closing an opening in the shell plating above the margin line of a ship shall be of an approved design, construction and strength, having regard to the space in which it is fitted and its position relative to the deepest subdivision load line. (3) Where partial watertight bulkheads and 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 placed that they restrict the flow of water along the deck when the ship is in a heeled damaged condition. (4) If the partial watertight bulkhead does not line up with the bulkhead below, the bulkhead deck between shall be made watertight. NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 61 Bulkhead deck etc to be weathertight The bulkhead deck, and every deck above the bulkhead deck, of a ship shall be weathertight and provided with freeing ports, open rails or scuppers capable of rapidly clearing the deck of water under all weather conditions. NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 62 Openings in weathertight deck An opening in a weathertight deck shall have a coaming of adequate height and strength and shall be provided with a weathertight cover by means of which the opening may be rapidly closed. NAVIGATION (CONSTRUCTION) REGULATIONS 1968Division 13 Deadlights NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 63 Deadlights Efficient inside deadlights, arranged so that they can be easily andeffectively closed and secured watertight, shall be provided for all side-scuttles to spaces below the first deck above the bulkhead deck. NAVIGATION (CONSTRUCTION) REGULATIONS 1968Division 14 Subdivision load lines NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 64 Assignment of subdivision load lines (1) The Authority shall, having regard to the extent to which a ship is subdivided and to the calculations made in accordance with the First Schedule in respect of the ship, determine subdivision draughts for the ship and shall assign to the ship subdivision load lines that, subject to the next succeeding subregulation, correspond to the draughts so determined. (2) Where a subdivision draught for a ship determined in accordance with the last preceding subregulation would result in a subdivision load line being marked on a ship in a position higher than the deepest load line marked on the ship in accordance with the Navigation (Load Lines) Regulations, the subdivision draught so determined shall be decreased by such a distance that the upper edge of the subdivision load line will not be higher than the deepest load line marked on the ship. (3) For the purposes of the last preceding subregulation, a reference to the deepest load line marked on the ship shall be read as a reference to whichever of the load lines (other than the fresh water load line in summer for the ship or the tropical fresh water load line for the ship) marked on the ship is the closer or the closest to the deck line for the ship, or if only one load line is marked on the ship, that load line. NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 65 Marking of subdivision load lines (1) A ship to which subdivision load lines have been assigned in pursuance of the last preceding regulation shall be marked on its sides amidships, in accordance with the next succeeding regulation, with the subdivision load lines so assigned. (2) The master or owner of a ship may take the ship to sea, or permit the ship to be taken to sea, only if the ship is marked as required by subregulation (1). Penalty: 2 penalty units. (3) An offence against subregulation (2) is an offence of strict liability. Note For strict liability, see section 6.1 of the Criminal Code. NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 66 Dimensions etc of subdivision load line marks (1) A mark indicating the position of a subdivision load line assigned to a ship shall: (a) be placed below the deck line marked on the ship abaft the vertical mark referred to in subregulation (1) of regulation 72 of the Navigation (Load Lines) Regulations at a distance equal to the freeboard that corresponds to the subdivision draught or, if the subdivision draught has been decreased in accordance with subregulation (2) of regulation 64 of these Regulations, at a distance equal to the freeboard that corresponds to the subdivision draught as so decreased; and (b) consist of a horizontal line one inch in breadth and nine inches in length. (2) A mark referred to in the last preceding subregulation: (a) shall be painted in white or yellow on a dark ground or in black on a light ground; and (b) shall be cut in or centre-punched on iron or steel ships or cut to a depth of at least one-eighth of an inch into the planking on wooden ships. (3) The marks referred to in subregulation (1) of this regulation shall be identified with the letter C and, in addition, if more than one subdivision load line has been assigned to the ship, with consecutive numbers beginning from the mark indicating the position of the deepest subdivision load line assigned to the ship, which shall be identified with the letter and number "C1". (4) An identifying letter or number referred to in the last preceding subregulation shall be painted and cut or centre-punched, as the case may be, on the sides of the ship in the same manner as the mark to which the letter or number relates. NAVIGATION (CONSTRUCTION) REGULATIONS 1968Division 1 Number and type of bilge pumps NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 67 Number and types of bilge pumps in Class I ships A Class I ship shall be provided with pumps connected to the bilge main in accordance with the following table: Criterion Numeral of Ship Pumps Less than 30 3 independent power pumps or 1 main engine pump and2 independent power pumps 30 or more 4 independent power pumps or 1 main engine pump and3 independent power pumps NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 68 Number and types of bilge pumps in Class II ships A Class II ship shall be provided with bilge pumps in accordance with the following table: Classification of Ship Pumps Length less than 50 feet 2 independent power pumps or 1 main engine pump and: (a) 1 independent power pump; (b) 1 crank hand pump for each watertight compartment; or (c) 1 lever hand pump for each watertight compartment Length of 50 or more feet, but less than 100 feet 3 independent power pumps or 1 main engine pump and: (a) 2 independent power pumps; or (b) 1 independent power pump and: (i) 1 crank hand pump for each watertight compartment; or (ii) 1 lever hand pump for each watertight compartment Length of 100 or more feet and with a criterion numeral less than 30 3 independent power pumps or 1 main engine pump and 2 independent power pumps Length of 100 or more feet and with a criterion numeral 30 or more 4 independent power pumps or 1 main engine pump and 3 independent power pumps NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 69 Certain pumps may be deemed to be bilge pumps Where, in a ship, a sanitary, ballast or general service pump is connected to the bilge pumping system, the Authority may direct that, for the purposes of either of the last two preceding regulations, the pump is to be deemed to be an independent power pump connected to the bilge main. NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 70 Supply of pumps for emergency (1) In a ship to which this regulation applies: (a) at least one pump fitted to the ship shall be an efficient emergency pump of a submersible type having its source of power and the necessary controls situated above the bulkhead deck of the ship and not forward of the collision bulkhead; or (b) the power pumps fitted to the ship, and their sources of power, shall be so disposed throughout the length of the ship that, under any condition of flooding which, under these Regulations, the ship is required to withstand, at least one power pump in an undamaged watertight compartment will be available. (2) This regulation applies to a Class I ship or Class II ship: (a) which is at least three hundred feet in length; or (b) which has a criterion numeral of 30 or more. NAVIGATION (CONSTRUCTION) REGULATIONS 1968Division 2 Requirements for bilge pumps and bilge suctions NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 71 Situation of bilge pumps (1) The bilge pumps provided in a ship shall, as far as practicable, be placed in separate watertight compartments which shall be so situated as not to be readily flooded by the same damage. (2) If the engines and boilers of a ship are situated in two or more watertight compartments, the power bilge pumps shall, as far as practicable, be distributed throughout those compartments. NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 72 Priming of bilge pumps Each bilge pump provided in a ship in pursuance of these Regulations which is not self-priming shall be provided with a satisfactory means of priming. NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 73 Bilge pumps to be capable of draining all watertight compartments (1) Each bilge pump provided in a ship in pursuance of these Regulations, not being a lever hand pump or crank hand pump or a pump provided only for peak compartments of the ship, and its associated pumping system shall be so fitted as to be capable of pumping and draining water from any watertight compartment in the ship, which is neither a permanent oil compartment nor a permanent water compartment, under all practicable conditions after a casualty whether the ship is upright or listed. (2) For the purpose of ensuring compliance with the last preceding subregulation, a ship shall, subject to the succeeding provisions of this regulation, be fitted with wing suctions. (3) If a compartment is of an unusual shape, additional suctions shall, if necessary to ensure compliance with subregulation (1) of this regulation, be fitted. (4) In narrow compartments at the end of a ship, one suction shall be fitted if it is adequate to ensure compliance with subregulation (1) of this regulation. (5) The suctions in a compartment shall be so constructed and placed that water in the compartment will find its way to the suctions. (6) In the case of insulated holds, efficient means for draining the holds shall be provided. (7) Where, in relation to a particular compartment, the Authority is satisfied that the provision of drainage is undesirable, it may direct that subregulation (1) of this regulation does not apply in relation to that compartment if calculations made in accordance with the conditions laid down in item 1 of the Second Schedule show that the safety of the ship will not be impaired thereby. NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 74 Power bilge pumps (1) Each power bilge pump in a ship shall have a capacity capable of giving a speed of water through the ship's main bilge pipe of not less than four hundred feet per minute. (2) Each independent power bilge pump shall, subject to the next succeeding subregulation, have a direct suction adequate to drain the compartment in which the pump is situated. (3) Where three or more independent power bilge pumps are situated in the same compartment, two of those pumps shall have a direct suction adequate to drain the compartment. (4) Where two or more independent power bilge pumps each having a direct suction from the same space are provided, one of the suctions shall be on the port side and another shall be on the starboard side. NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 75 Diameter of suctions of independent power bilge pumps The diameter of a suction of an independent power bilge pump provided in a ship shall be not less than the diameter of the main bilge pipe of the ship. NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 76 Arrangement of direct suctions in machinery space Direct suctions in the machinery space of a ship shall be so arranged that water may be pumped from each side of the space through those suctions to independent bilge pumps. NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 77 Flexible suction hose in stokehold There shall be provided in the stokehold of a coal-burning ship a flexible suction hose: (a) which is capable of being coupled to an independent power bilge pump and is of sufficient length to reach any part of the stokehold where bilge water may collect; and (b) the internal diameter of which is not less than: (i) four inches; or (ii) the internal diameter of the largest branch bilge suction in the ship plus one half of an inch; whichever is the less. NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 78 Main-engine circulating pumps to be connected with machinery space (1) A main-engine circulating pump in a ship shall be fitted with direct suction connexions to the drainage level in the machinery space of the ship or as near to that level as, in the opinion of a naval architect, is practicable. (2) A suction connexion referred to in the last preceding subregulation: (a) shall be provided with a non-return valve; (b) shall be of the same diameter as the pump inlet except in the case of a steam ship when it shall be of a diameter not less than two-thirds of the diameter of the pump inlet of the ship; and (c) shall be accessible for clearing at its open end or at the strainer, if any, attached to the open end. NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 79 Emergency bilge suction Where, in the opinion of a naval architect, the main circulating pump is not suitable for fitting in accordance with the last preceding regulation: (a) a direct emergency bilge suction shall be led from the largest available independent power driven pump to the drainage level of the machinery space; (b) the diameter of the suction shall be equal to the diameter of the main inlet of the pump referred to in the last preceding paragraph; and (c) the pump shall have such capacity, not being a capacity less than the capacity specified in subregulation (1) of regulation 74 of these Regulations, as the Authority approves. NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 80 One main-engine circulating pump to be fitted with direct discharge overboard If, in a coal-burning ship, there is no watertight bulkhead between the engines and boilers of the ship, a direct discharge overboard shall be fitted from at least one of the main-engine circulating pumps referred to in regulation 78 of these Regulations unless a by-pass is fitted to the discharge of the circulating pump. NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 81 Spindles of a sea inlet The spindles of a sea inlet, and of a direct suction valve, of a ship shall extend above the engine room platform of the ship. NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 82 Hand-operated bilge pumps Where a bilge pump in a ship is operated by hand: (a) the pump shall be capable of being operated from above the bulkhead deck of the ship; and (b) the construction of the pump shall be such that the bucket and tail valve of the pump can be withdrawn for examination and overhaul under conditions of flooding. NAVIGATION (CONSTRUCTION) REGULATIONS 1968Division 3 Arrangement of bilge pipes NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 83 Pipes for draining cargo spaces Each pipe from a pump for draining a cargo space, any part of the machinery space, or any other space not used for the carriage of water or oil, in a ship shall be separated from any other pipe which may be used for filling or emptying a space in which water or oil is carried. NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 84 Material of bilge pipes All bilge pipes used: (a) in or under coal bunkers or oil-fuel storage tanks; (b) in a compartment in which oil setting tanks or oil-fuel pumping units are situated; or (c) in boiler or machinery spaces; shall be of steel or other approved material. NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 85 Positioning etc of bilge suction pipes (1) A bilge suction pipe in a ship: (a) shall not be led through an oil tank unless the pipe is enclosed in an oil-tight trunkway; (b) shall not be led through a double-bottom tank; (c) shall be made with flanged joints; (d) shall be thoroughly secured in position and protected, where necessary, against the risk of damage; and (e) shall be provided, in each line of pipe, with expansion joints or bends. (2) Where a lead bend is fitted in a bilge suction pipe: (a) the radius of the bend, and the distance between the axes of the straight parts of the pipe, shall be not less than three times the diameter of the pipe; and (b) the length of the bend shall be not less than eight times that diameter. NAVIGATION (CONSTRUCTION) REGULATIONS 1968Division 4 Diameter of bilge suction pipes NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 86 Interpretation For the purposes of this Division: L is the length of the ship in feet; B is the breadth of the ship in feet; D is the moulded depth of the ship, in feet, to the bulkhead deck; l is the length of the compartment in feet. NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 87 Diameter of main bilge suction pipes The internal diameter of a main bilge suction pipe in a ship shall be not less than whichever is the greater of: (a) two and one-half inches; or (b) a number of inches which, to the nearest one quarter of an inch, is equal to the number calculated in respect of the ship in accordance with the following formula: [GRAPHIC] NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 88 Diameter of branch bilge suction pipes (1) Subject to the next succeeding subregulation, the internal diameter of a branch bilge suction pipe in a compartment of a ship shall be not less than whichever is the greater of: (a) two inches; or (b) a number of inches which, to the nearest one-quarter of an inch, is equal to the number calculated in respect of the compartment in accordance with the following formula: [GRAPHIC] (2) The last preceding subregulation does not apply so as to require the internal diameter of a branch bilge suction pipe to be greater than four inches. NAVIGATION (CONSTRUCTION) REGULATIONS 1968Division 5 Precautions against flooding through bilge pipes NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 89 Arrangement of bilge and ballast pumping systems The bilge and ballast pumping systems in a ship shall be so arranged as to prevent water passing: (a) from the sea or a water-ballast space in the ship into a cargo space, void space or machinery space in the ship; or (b) from one watertight compartment in the ship to another watertight compartment in the ship. NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 90 Connection of bilge pipe with bilge pump Where a bilge pipe is connected to a pump which pumps water from the sea or from a water-ballast space, the connexion shall be made by means of: (a) a non-return valve; or (b) a cock which cannot be opened at the same time to the bilges and to the sea or to the bilges and the water-ballast spaces. NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 91 Valve in bilge distribution box Each valve in a bilge distribution box shall be of a non-return type. NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 92 Provision of lock-up valves or blank flanges Lock-up valves or blank flanges shall be provided to prevent any deep tank from being accidentally flooded when empty or containing dry cargo or from being accidentally pumped out when containing liquids. NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 93 Operating instructions to be displayed (1) Instructions for the operation of a valve or flange referred to in the last preceding regulation shall be displayed at all times as near aspracticable to the place at which the valve or flange is operated. (2) The master or owner of a ship may take the ship to sea, or permit the ship to be taken to sea, only if instructions are displayed in the ship as required by subregulation (1). Penalty: 2 penalty units. (3) An offence against subregulation (2) is an offence of strict liability. Note For strict liability, see section 6.1 of the Criminal Code. NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 94 Flooding through bilge suction pipes to be prevented Provision shall be made in a ship to prevent the flooding of a water-tight compartment served by a bilge suction pipe in the event of the pipe being severed or otherwise damaged by collision or grounding in any other compartment and, in particular, where a part of such pipe is situated: (a) nearer to the side of the ship than one-fifth of the breadth of the ship measured at right angles to the centre line at the level of the deepest subdivision load water-line of the ship; or (b) in a duct keel; a non-return valve shall be fitted to the pipe in the watertight compartment containing the open end of the pipe. NAVIGATION (CONSTRUCTION) REGULATIONS 1968Division 6 -- Bilge valves, cocks etc NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 95 Arrangement of distribution boxes, valves, cocks etc The distribution boxes, valves and cocks forming part of the bilge pumping system, or of an emergency bilge pumping system, of a ship: (a) shall be in positions which are accessible at all times in ordinary circumstances; (b) shall be so arranged that, by their means, in the event of flooding, one of the bilge pumps provided in pursuance of these Regulations may operate on any watertight compartment in the ship; and (c) shall be so arranged that damage to a pump or its pipe that connects 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. NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 96 Valves etc in bilge system to be operated from above bulkhead deck (1) Subject to the next succeeding subregulation, where in a ship there is only one system of bilge pipes common to all bilge pumps, the valves and cocks provided for controlling the bilge suctions shall be capable of being operated from above the bulkhead deck of the ship. (2) 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 when flooded. (3) Subregulation (1) of this regulation does not apply to: (a) a Class II ship of less than 100 feet in length if: (i) the ship is provided with one hand bilge pump of the lever type or of the crank type for each watertight compartment; and (ii) the valves and cocks provided for controlling the bilge suctions are in the same compartment as a power pump; or (b) a ship in which an emergency bilge pumping system is fitted if the cocks and valves necessary for the operation of the emergency system are capable of being operated from above the bulkhead deck. (4) The operating mechanism by which a valve or cock provided for controlling the bilge suctions in a ship is operated: (a) shall be led as directly as practicable from the valve or cock to the controls of that valve or cock; and (b) shall be protected against damage along any part of its length which is situated in a cargo space or a bunker space. NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 97 Operating instructions to be displayed (1) Each valve and cock forming part of a bilge pumping system which is capable of being operated above the bulkhead deck shall, at its place of control, be fitted with an index plate showing the purpose served by it and how it may be opened and closed and an indicator showing whether it is opened or closed. (2) The master or owner of a ship may take the ship to sea, or permit the ship to be taken to sea, only if index plates and indicators are fitted in the ship as required by subregulation (1). Penalty: 2 penalty units. (3) An offence against subregulation (2) is an offence of strict liability. Note For strict liability, see section 6.1 of the Criminal Code. NAVIGATION (CONSTRUCTION) REGULATIONS 1968Division 7 Bilge mud boxes and strum boxes NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 98 Bilge mud boxes . (1) A bilge suction in the machinery space of a ship shall be led from a mud box. (2) A mud box referred to in the last preceding subregulation: (a) shall be situated: (i) in an accessible position; and (ii) wherever practicable, above the level of the working floor; and (b) shall be provided with: (i) a straight tail pipe to the bilges; and (ii) a cover which may be readily opened and closed. NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 99 Bilge strum boxes (1) Where the suction end of a bilge suction pipe is in a hold space or a tunnel well, the end shall be enclosed in a strum box. (2) A strum box referred to in the last preceding subregulation: (a) shall be provided with perforations: (i) each of which shall be approximately three-eighths of an inch in diameter; and (ii) the combined area of which shall be not less than twice the area of the end of the bilge suction pipe; and (b) shall be so constructed that it can be cleared without breaking any joint of the bilge suction pipe. NAVIGATION (CONSTRUCTION) REGULATIONS 1968Division 8 Sounding pipes NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 100 Sounding arrangements (1) A tank forming part of the structure of a ship and each watertight compartment (other than a compartment which is part of the machinery space) in a ship shall be provided with equipment for sounding the depth of water which may be present in that tank or compartment. (2) The equipment referred to in the last preceding subregulation shall, where necessary, be protected against damage. NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 101 Sounding pipes (1) Where the equipment for sounding a tank or compartment consists of sounding pipes: (a) a thick steel doubling plate for the sounding rod to strike upon shall be securely fixed below each sounding pipe; (b) subject to the next succeeding subregulation, each sounding pipe shall extend to an accessible position above the bulkhead deck; and (c) each sounding pipe for the bilge of an insulated hold shall be insulated and not less than two and one-half inches in internal diameter. (2) Paragraph (b) of the last preceding subregulation does not apply to a sounding pipe for a bilge, coffer dam or double-bottom tank, being a bilge, coffer dam or tank in the machinery space, if the upper end of the pipe: (a) is in an accessible position above the platform and not situated adjacent to boilers or electrical equipment; and (b) is fitted with a cock having a parallel plug with a permanently secured handle so loaded that, on being released, it automatically closes the cock. NAVIGATION (CONSTRUCTION) REGULATIONS 1968Division 1 General NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 102 Emergency conditions The electrical equipment and installations of a ship, other than electrical means of propulsion, if any, shall be such that the electrically operated services essential for the safety of the ship, and of persons who may be on board the ship, can be maintained under emergency conditions. NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 103 Safety precautions The electrical installations of a ship, including electrical means of propulsion, if any, shall be such that the ship, and all persons who may be on board the ship, are protected against electrical hazards. NAVIGATION (CONSTRUCTION) REGULATIONS 1968Division 2 Main generating sets NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 104 Provision of main generating sets (1) Where the auxiliary services of a ship which are essential for the propulsion or safety of the ship cannot be operated otherwise than by electrical power, at least two main generating sets shall be provided, the power of which shall be such that, if one of those sets is stopped, the remaining set is, or the remaining sets are, capable of operating those services. (2) Where in a ship there is only one main generating station, the main switchboard shall be located in the same main fire zone as the generating station. (3) Where in a ship there is more than one main generating station, the ship may have only one main switchboard. NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 105 Main generating sets to operate during flooding Provision shall be made in a ship for preventing the main generating sets of the ship from becoming inoperative in the event of the partial flooding of the machinery space of the ship. NAVIGATION (CONSTRUCTION) REGULATIONS 1968Division 3 Emergency electrical installations NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 106 Emergency electrical installation (1) In addition to the main generating sets, a ship shall be provided with a self-contained emergency electrical installation that is capable, for a continuous period of thirty-six hours or such shorter period as the Authority permits in the case of a ship regularly engaged, or intended to be regularly engaged, on voyages of short duration, of operating simultaneously: (a) where the ship's emergency bilge pump is electrically operated -- that pump; (b) any watertight door in the ship which is electrically operated; (c) the indicator which shows whether a power operated door is open or closed and the sound signals which give warning that a power operated door is about to close; (d) the ship's emergency lights situated: (i) in every alleyway, stairway and exit; (ii) in the machinery space of the ship; (iii) in a control station where radio equipment, main navigating equipment or central fire recording equipment is situated; (iv) in a place where the source of power for an emergency electrical installation is situated; and (v) at each boat station; (e) if the ship's navigation lights are electrically operated -- those lights; (f) if a part of the ship's communication equipment, fire detection system and signals which may be required in an emergency, including the daylight signalling lamp, is electrically operated from the main generating sets of the ship -- that part; (g) if the sprinkler pump is electrically operated from the main source of power -- that pump; (h) the means of illuminating: (i) the lifeboats and their launching gear during preparation for and the process of launching, and the water into which the lifeboats are launched, until the process of launching is completed; (ii) the stowage positions of liferafts for which approved launching devices are not provided; and (iii) the liferafts and approved launching devices for the liferafts during the preparation for and the process of launching, and the water into which the liferafts are launched, until the process of launching is completed; and (i) such other services as the Authority directs as necessary for the safety of all on board in an emergency. (2) The emergency electrical installation with which a ship is provided in pursuance of this Division shall be capable of operating efficiently: (a) when the ship is listed twenty-two and one-half degrees; (b) when the trim of the ship is ten degrees; and (c) when the ship is listed twenty-two and one-half degrees and the trim of the ship is ten degrees. (3) The source of electrical power for the emergency electrical installation with which a ship is provided in pursuance of this Division shall be situated above the bulkhead deck and outside the machinery casings but shall not be situated forward of the collision bulkhead and its location within the ship in relation to a main source of electrical power shall be such that a fire or other casualty occuring in the machinery space will not interfere with the supply or distribution of emergency power. (4) The emergency switchboard forming part of the emergency electrical installation with which a ship is provided in pursuance of this Division: (a) shall be installed as near as is practicable to the source of electrical power for the emergency electrical installation; and (b) may be supplied from the main switchboard in normal operation. (5) Where the source of electrical power for the emergency electrical installation with which a ship is provided in pursuance of this Division is a generator, the emergency switchboard shall be located in the same space as the source of electrical power, unless the operation of the emergency switchboard would thereby be impaired. (6) An accumulator battery fitted in accordance with the next succeding regulation shall not be installed in the same space as the emergency switchboard. NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 107 Source of electrical power for emergency electrical installation (1) The emergency electrical installation with which a ship is provided in pursuance of this Division shall include a source of electrical power which consists of: (a) an accumulator battery capable of complying with the requirements of subregulation (1) of the last preceding regulation without being re-charged or suffering an excessive voltage drop; or (b) a generator driven by a suitable prime mover: (i) fitted with an independent fuel supply and with approved starting arrangements; and (ii) designed to run on fuel with a flash point not less than one hundred and fifty degrees Fahrenheit. (2) Where the source of electrical power for the emergency electrical installation with which a ship is provided in pursuance of this Division consists of an accumulator battery, it shall be so installed that, on the failure of the main source of power for the ship's main lighting system, the accumulator battery will automatically commence to operate the ship's emergency lighting system. (3) Where the source of electrical power for the emergency electrical installation with which a ship is provided in pursuance of this Division consists of a generator, the ship shall also be provided with an accumulator battery as a temporary source of electrical power. (4) An accumulator battery provided in a ship in pursuance of the last preceding subregulation: (a) shall be so installed that, on the failure of the main source of electrical power of the ship, the accumulator battery will automatically come into operation; (b) shall be capable of operating the emergency lighting system of the ship continuously for half an hour; (c) while operating the emergency lighting system, shall be capable of closing, simultaneously or otherwise, all electrically operated watertight doors in the ship; and (d) shall be capable of operating the indicators (if electrically operated) which show whether power operated watertight doors are open or closed and of operating the sound signals (if electrically operated) which give warning that power operated watertight doors are about to close. (5) A ship shall be provided with means for the periodic testing of: (a) the emergency electrical installation; (b) the temporary source of electrical power, if any is provided; and (c) the automatic operations referred to in subregulation (2) of this regulation and in paragraph (a) of the last preceding subregulation. (6) An indicator shall be mounted in the machinery space to indicate when any accumulator battery fitted in accordance with this regulation isbeing discharged. NAVIGATION (CONSTRUCTION) REGULATIONS 1968Division 4 Distribution systems NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 108 Open-type switchboards (1) Main and emergency switchboards in a ship shall be so installed that a person may have easy access to both the back and front of the switchboard without danger. (2) The sides, front and back of a main and emergency switchboard in a ship shall be guarded by a hand rail, wire netting, expanded metal or other equally efficient means of protection. (3) The floor surrounding a main and emergency switchboard in a ship shall be covered by a non-conducting mat or grating. (4) The face of a control panel or switchboard in a ship shall not contain an exposed part which may have a voltage to earth exceeding two hundred and fifty volts direct current or fifty-five volts alternating current. NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 109 Hull return not to be used Hull return shall not be used for the power, heat or light distribution system of a ship. NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 110 Two or more generating sets operating at same time Where two or more generating sets may be in operation at the same time in a ship for the purpose of maintaining the auxiliary services of the ship, including the services essential for the propulsion or safety of the ship: (a) provision shall be made for the sets to operate in parallel; and (b) the circuits shall be so arranged that, in the event of overload or partial failure of the power supply: (i) the services not essential for the propulsion or safety of the ship will cut out first; and (ii) the services essential for the propulsion and safety of the ship will be retained in circuit with such of the generators as remain in service. NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 111 Electrically operated sprinkler systems (1) Where an electrically operated sprinkler system is provided in a ship, not less than two sources of power supply shall be provided for the system. (2) At least one of the sources of power supply referred to in the last preceding subregulation shall be provided from the main switchboard by a feeder reserved solely for the purpose and at least one of those sources of power supply shall be provided from an emergency switchboard. (3) All sources of power supply provided in pursuance of this regulation shall pass through a change-over switch situated near the sprinkler unit. (4) A change-over switch referred to in the last preceding subregulation shall be clearly labelled with a direction that, except when necessary to supply power from the main switchboard, the sprinkler system is to be connected to the emergency switchboard source of power and no other switch shall be provided in the feeders. (5) If a feeder from an emergency switchboard to a sprinkler system passes through a space constituting a fire risk, the feeder shall be of a fire-proof type. NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 112 Separation of main and emergency feeder cables The main and emergency feeder cables of a ship shall be separated vertically and horizontally as widely as practicable. NAVIGATION (CONSTRUCTION) REGULATIONS 1968Division 5 Miscellaneous electrical precautions NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 113 Exposed metal parts An exposed metal part of electrical equipment in a ship which is not intended to have a voltage above that of earth, but which may have such a voltage under fault conditions: (a) shall be earthed; and (b) shall be so constructed and installed as not to injure a person handling the part. NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 114 Portable lamps (1) The metal frame of any portable lamp, portable tool or other portable apparatus provided in a ship, being a lamp, tool or apparatus designed to operate on electrical power of a voltage of one hundred or more volts direct current or thirty-two or more volts alternating current, shall, unless other approved provisions are made, be earthed through a conductor in the cable supplying the power to the lamp, tool or apparatus. (2) The Authority may require additional special precautions to be taken in the case of electric lamps, tools or similar apparatus for use in damp spaces. NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 115 Protection against fire (1) An electrical cable in a ship shall, at every point where an electrical fault in the cable may cause a fire, be surrounded by a metal covering or other fireproof covering. (2) The metal sheaths and armour of an electrical cable in a ship shall be electrically continuous and earthed. (3) An electrical cable in a ship shall be of an approved flame retarding type and the Authority may require additional safeguards or precautions for electrical cables installed in spaces of the ship where there are likely to be fire or explosion hazards. NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 116 Protection against chafing Electrical wiring in a ship shall be supported in such a manner as to avoid chafing or other injury. NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 117 Protection against overload (1) Subject to subregulation (4) of regulation 258 of these Regulations, each electrical circuit and sub-circuit in a ship shall be protected against overload and short circuit. (2) There shall be placed on or near each device which protects a circuit against overload a plaque of metal or other approved material having inscribed on it the current carrying capacity of the circuit and the rating or setting of the device. NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 118 Protection against explosion In those spaces in a ship where inflammable mixtures are likely to collect, no electrical equipment shall be installed unless it is of a type which will not ignite the mixture concerned. NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 119 Junction and outlet boxes (1) Except in the case of a low-voltage communication circuit, a joint in an electrical conductor in a ship shall be made only in a junction or outlet box. (2) Each junction or outlet box shall be so constructed as to prevent the spread of any fire from the joint. (3) Where splicing is employed it shall be by an approved method that retains the original mechanical and electrical properties of the cable. NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 120 Lighting fittings A lighting fitting in a ship shall be so constructed and installed as to: (a) prevent a rise in temperature in the electrical wiring serving the fitting to an extent that that wiring would be injured; and (b) avoid the danger of fire in the material surrounding the fitting and that wiring. NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 121 Lighting circuits A lighting circuit in a bunker or hold of a ship shall be provided with an isolating switch located outside the bunker or hold. NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 122 Space heaters An electrical space heater in a ship shall be so constructed and installed as to be incapable of setting fire to, or scorching, curtains, clothing or other articles placed on or near it. NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 123 Accumulator batteries An accumulator battery in a ship shall be housed in a box or compartment which is so constructed as to protect the battery from damage and so ventilated as to minimize the accumulation of explosive gas. NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 124 Spare parts and tools (1) The master or owner of a ship may take the ship to sea, or permit the ship to be taken to sea, only if: (a) there is on board an adequate supply of replacements for those parts of the ship's electrical equipment and installations which are essential for the safety of the ship and persons on board the ship; and (b) there is on board such tools as are necessary for the fitting of those replacements. Penalty: 2 penalty units. (2) An offence against subregulation (1) is an offence of strict liability. Note For strict liability, see section 6.1 of the Criminal Code. NAVIGATION (CONSTRUCTION) REGULATIONS 1968Division 1 General NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 125 Interpretation (1) In this Part and in the Fourth Schedule: "A" class division means a division formed by bulkheads or decks of approved design and construction: (a) which is of steel or other equivalent material and is so constructed that, if specimens of the division are submitted to a standard fire test lasting not less than one hour, smoke or flame will not, at any time during the test, pass through any of the specimens; (b) which, having regard to the nature of the spaces adjacent to the division, has an adequate insulating value; and (c) which, if the division is between spaces either of which will contain combustible material adjacent to the division, shall be so insulated that, if specimens of the division are submitted to a standard fire test lasting not less than one hour and one face only of each specimen is exposed to the fire: (i) the average temperature on the unexposed face will not, at any time during the test, rise to a temperature which exceeds, by more than two hundred and fifty degrees Fahrenheit, the temperature of that face when the test commenced; and (ii) the temperature at any point on the unexposed face including any joint will not, at any time during the test, rise to a temperature which exceeds, by more than three hundred and twenty-five degrees Fahrenheit, the temperature of that point when the test commenced. "B class division" means a division of approved design and construction: (a) which is so constructed that, if specimens of the division are submitted to a standard fire test, flame will not, at any time during the first thirty minutes of the test, pass through any of the specimens; (b) which, having regard to the nature of the spaces adjacent to the division, has an adequate insulating value; and (c) which is so constructed that, if specimens of the division are submitted to a standard fire test and one face only of each specimen is exposed to the fire, during the first fifteen minutes of the test in a case where the division is constructed wholly of incombustible material or during the first thirty minutes of the test in any other case: (i) the average temperature on the unexposed face will not, at any time during the exposure, rise to a temperature which exceeds, by more than two hundred and fifty degrees Fahrenheit, the temperature of that face when the test commenced; and (ii) the temperature at any point on the unexposed face including any joint will not, at any time during the exposure, rise to a temperature which exceeds, by more than four hundred and five degrees Fahrenheit, the temperature of that point when the test commenced. "combustible material" means material other than incombustible material. "incombustible material" means material which, when heated to a temperature of one thousand three hundred and eighty-two degrees Fahrenheit, neither burns nor gives off inflammable vapours in sufficient quantity to ignite at a pilot flame. "specimen", in relation to an A class division or a B class division, means a specimen: (a) which has a surface of approximately fifty square feet and a height of eight feet; (b) which resembles as closely as possible the construction or the intended construction of the division; and (c) which includes, where appropriate, at least one joint. "standard fire test "means a fire test in a test furnace, being an approved test in which the temperature of the furnace, at the end of each of the periods of time of the test specified in the following table, attains the temperature specified opposite to that period: Period (in minutes) Temperature (in degrees Fahrenheit) 5 1,000 10 1,300 15 1,400 30 1,550 60 1,700 (2) Where, in this Part or in the Fourth Schedule, the expression "steel or other equivalent material" occurs, the reference to other equivalent material is a reference to material approved for the purposes of this Part and that Schedule. NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 126 Testing of specimens of divisions (1) Where a division fitted or to be fitted in a ship is required by this Part or the Fourth Schedule to be an A class division or a B class division, the Authority may at any time require drawings of specimens of the division to be submitted for examination and may require specimens of the division to be submitted to a standard fire test in the presence of a surveyor. (2) The fee payable for an examination of the drawings of specimens of a division is $1320 and the fee payable for the attendance of an officer at a standard fire test is $660. NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 127 Exemptions (1) Where the Authority is satisfied that the application of this Part, or of any requirement of this Part, of these Regulations to a Class II ship, other than a nuclear ship, is, by reason of the intended service of the ship, unreasonable or impracticable, it may exempt the ship from that application accordingly. (2) Where: (a) a ship, other than a nuclear ship, is required by this Part to be provided with an A class division or a B class division in any part of the ship; and (b) the Authority is satisfied that, having regard to the degree of fire hazard present, strict compliance with that requirement is unnecessary; the Authority may, to such extent as it considers fit, exempt the ship from so much of that requirement as relates to the insulation of the division. NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 128 General A ship shall, to ensure the maximum protection against damage by fire, be so constructed that: (a) accommodation spaces are separated from the remainder of the ship by thermal and structural boundaries; (b) adequate means are provided for the containment, extinction or detection of fire in the space of origin; and (c) the means of escape are adequately protected. NAVIGATION (CONSTRUCTION) REGULATIONS 1968Division 2 Methods of fire protection NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 129 Methods of fire protection (1) In addition to the express provisions of this Part, a ship designed to carry more than thirty-six passengers shall be so constructed and fitted that the accommodation spaces and service spaces in the ship are protected against fire in accordance with one of the following methods: (a) a method that provides for the construction, in accordance with Method I set out in the Fourth Schedule, of internal divisional bulkheads of B class divisions of incombustible materials and the fitting of an automatic fire alarm and fire detection system, of a kind referred to in that Method, in the accommodation spaces and service spaces; (b) a method that provides for the fitting, in accordance with Method II set out in the Fourth Schedule, of an automatic fire alarm, fire detection and sprinkler system for the detection and extinction of fire in all spaces in which a fire might be expected to originate, without restriction, except where expressly provided to the contrary in this Part or in the Fourth Schedule, on the type of internal divisional bulkheads in those spaces; (c) a method that provides for the construction, in accordance with Method III set out in the Fourth Schedule, of subdivision bulkheads within each main vertical zone and the fitting of an automatic fire alarm and fire detection system, of a kind referred to in that Method, in all spaces in which a fire might be expected to originate; or (d) a method that is a combination of any two or more, or of parts of any two or more, of the methods specified in the last three preceding paragraphs and is approved. (2) In addition to the express provisions of this Part, a ship designed to carry not more than thirty-six passengers: (a) shall be so constructed that all enclosure bulkheads in accommodation spaces conform with the requirements specified in Method I set out in the Fourth Schedule; or (b) shall be fitted with an automatic fire alarm and fire detection system of a kind referred to in Method III set out in the Fourth Schedule and shall be so constructed that all corridor bulkheads in accommodation spaces shall be of steel or of B class divisions. NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 130 Exemptions (1) The Authority may exempt a ship, other than a nuclear ship, from the requirements of item 9 of Method I set out in the Fourth Schedule or item II of Method III set out in that Schedule, if it is satisfied that an accommodation space or service space in the ship does not afford a substantial fire risk. (2) The Authority may exempt a ship, other than a nuclear ship, from any requirement of Method II set out in the Fourth Schedule: (a) if it is satisfied that the accommodation spaces or service spaces in the ship do not afford a substantial fire risk; and (b) in respect of any baggage room or store room which it is satisfied is provided with adequate arrangements for the detection of fire or for the smothering of fire by gas or steam. NAVIGATION (CONSTRUCTION) REGULATIONS 1968Division 3 Structure of ship NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 131 Use of steel construction The hull, superstructure, structural bulkheads, decks and deckhouses of a ship shall be constructed of steel or other equivalent material. NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 132 Hull, superstructure and deck-houses (1) The hull, superstructure and deck-houses of a ship shall be divided into main vertical zones by bulkheads each of which shall be an A class division. (2) The mean length of a zone referred to in the last preceding subregulation shall not exceed one hundred and thirty-one feet. (3) A bulkhead forming a boundary protecting spaces which provide access in main vertical zones shall be an A class division. (4) A step or recess in a bulkhead referred to in subregulation (1) of this regulation shall consist of an A class division. (5) Where an A class division required to be fitted in a ship under this regulation extends above the bulkhead deck of the ship, that portion of the division situated above the bulkhead deck: (a) shall, if practicable, be in line with a watertight subdivision bulkhead situated immediately below the bulkhead deck; and (b) shall extend: (i) from deck to deck; and (ii) to the shell plating of the ship or, if the division forms part of a deck-house, to the external plating of the deck-house. (6) If the Authority is satisfied that, in the case of a ship designed for special purposes, compliance with the preceding provisions of this regulation would make it impracticable for the ship to be used for that purpose, the Authority may: (a) direct that those provisions do not apply in relation to that ship; and (b) direct that other approved means adequate for controlling and limiting fires be provided in that ship. NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 133 Accommodation spaces A bulkhead or deck in a ship separating an accommodation space from another enclosed space shall consist of an A class division. NAVIGATION (CONSTRUCTION) REGULATIONS 1968Division 4 Openings in A class divisions NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 134 Piercing not to affect fire resistance If, in a ship, an A class division is pierced for the passage of electric cables, pipes, trunks, ducts, girders or beams, or for any other purpose, the piercing of the division shall be so effected as not to impair the effectiveness of the division in resisting fire. NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 135 Trunkways to be fitted with dampers etc (1) A ventilation trunk or duct which passes through an A class division in a ship shall be fitted with dampers capable of being operated from either side of the division. (2) Each position from which dampers referred to in the last preceding subregulation may be operated: (a) shall be readily accessible; (b) shall be permanently marked in red; and (c) shall be provided with an indicator to show whether the dampers are open or shut. NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 136 Openings in A class divisions (1) An opening (other than a tonnage opening, a hatch between the weather deck and a cargo, store or baggage space or a hatch between any two of those spaces) in an A class division in a ship shall be provided with a means of closure permanently attached to the division. (2) The means of closure shall be as effective as the division in resisting fire. (3) A tonnage opening in an A class division in a ship shall be provided with steel plates as a means of closure. NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 137 Doors in A class divisions (1) A door in an A class division in a ship shall be so constructed that it may be opened and closed by one person from either side of the division. (2) The door, the door frame and the means of keeping the door closed, shall be as effective as the division in resisting and preventing the passage of smoke and flame, but, if the door is a watertight door, it is not required to be insulated. (3) Where a door in an A class division, being an A class division provided in compliance with subregulation (1) of regulation 132 of these Regulations, is not a watertight door, the door: (a) shall be of an approved type; (b) shall be self-closing, the mechanism of which shall be capable of closing the door against an inclination opposing closure of three and one-half degrees; and (c) shall be provided with a device by which it may readily be released from the open position. NAVIGATION (CONSTRUCTION) REGULATIONS 1968Division 5 Protection of stairways NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 138 Stairways and stairway enclosures (1) Subject to the next succeeding subregulation, a stairway within an accommodation space or service space in a ship shall be of steel frame or other approved construction and, unless it lies wholly within a public room, shall lie within an enclosure constructed of A class divisions with positive means of closure at all openings from the lowest accommodation deck to at least a level which is directly accessible to the open deck. (2) A stairway referred to in the last preceding subregulation which serves only two decks is not required to be enclosed by A class divisions on more than one deck. (3) Auxiliary stairways that: (a) are provided in a ship protected against fire in accordance with Method II set out in the Fourth Schedule; (b) connect only two decks; and (c) do not form part of the means of escape referred to in Division 12 of this Part; shall be of steel frame construction or other equivalent material and are not required to be within an enclosure if the sprinkler system provided in the ship extends to those stairways. (4) An opening in a bulkhead forming part of a stairway enclosure in a ship shall be provided with a means of closing the opening which complies with the next succeeding subregulation. (5) The means of closing the opening: (a) shall be permanently attached to the opening; (b) shall be as effective as the bulkhead in which it occurs in resisting fire; and (c) unless it is a watertight door, shall be self-closing. (6) A stairway enclosure in a ship: (a) shall communicate directly with the corridors adjacent to the enclosure; (b) shall have an area sufficient to prevent congestion of persons likely to use the stairway in an emergency; and (c) shall contain as little accommodation space or service space or other confined space in which a fire may originate as is practicable in the circumstances. (7) The preceding provisions of this regulation do not apply to a ship carrying not more than thirty-six passengers. (8) In a ship carrying not more than thirty-six passengers, all stairways and means of escape in accommodation spaces and service spaces shall be of steel or other equivalent material. NAVIGATION (CONSTRUCTION) REGULATIONS 1968Division 6 Protection of vertical trunks NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 139 General (1) Subject to the next succeeding subregulation, a lift trunk, or a trunk for the passage of light and air or other similar trunk in an accommodation space or a service space in a ship shall be constructed of A class divisions. (2) A lift trunk within a stairway enclosure in a ship carrying more than thirty-six passengers is not required to be insulated. (3) A door and a door frame in a trunk referred to in subregulation (1) of this regulation: (a) shall be constructed of steel or other equivalent material; and (b) shall be as effective as the trunk in resisting fire. NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 140 Lift trunks A lift trunk in a ship carrying more than thirty-six passengers: (a) shall be so fitted as to prevent the passage of smoke and flame through the trunk from one 'tween decks to another; and (b) shall be provided with means of closing the trunk so as to enable the flow of air in the trunk to be controlled. NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 141 Light and air trunks Where smoke and flame may be conducted from one 'tween-deck space in a ship carrying more than thirty-six passengers to another through a trunk for the passage of light and air, or other similar trunk, communicating with those spaces, smoke shutters shall be fitted so as to enable each space to be isolated in the event of fire. NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 142 Other trunks A trunk in a ship carrying more than thirty-six passengers, not being a trunk referred to elsewhere in this Division, shall be so constructed as not to afford a passage for fire from one 'tween decks or compartment to another. NAVIGATION (CONSTRUCTION) REGULATIONS 1968Division 7 Protection of control stations NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 143 Control stations A control station in a ship shall be separated from the rest of the ship by bulkheads and decks consisting of A class divisions. NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 144 Radiotelegraph rooms The radiotelegraph room in a ship shall not be situated directly above a stairway. NAVIGATION (CONSTRUCTION) REGULATIONS 1968Division 8 Protection of store rooms etc NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 145 Bulkheads of galley, store room etc The bulkheads enclosing a galley, baggage room, mail room, store room, paint room, lamp room or any similar space in a ship shall consist of A class divisions. NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 146 Inflammable stores A store room intended for the storage of highly inflammable stores in a ship shall, in addition to complying with the last preceding regulation, be so constructed and situated as to minimize the danger to persons on board in the event of fire. NAVIGATION (CONSTRUCTION) REGULATIONS 1968Division 9 Deck sheathing NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 147 Deck sheathing Permanent deck sheathing within an accommodation space, service space, control station, stairway or corridor in a ship shall be of an approved material that does not ignite readily. NAVIGATION (CONSTRUCTION) REGULATIONS 1968Division 10 Ventilation systems NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 148 Air supply and exhaust systems (1) The inlets of every air supply system, and the outlets of every air exhaust system, in a ship shall have readily accessible means by which they can be closed from outside the space in the event of fire. (2) Wherever practicable, the system of ducts leading from each ventilating fan in an air supply system, or air exhaust system, in a ship shall be confined within one main vertical zone. (3) Subject to the next succeeding subregulation, an exhaust duct from a galley range in a ship shall be constructed of A class divisions. (4) An exhaust duct from a galley range is not required to be insulated except where the duct passes through an accommodation space or a service space. (5) The preceding provisions of this regulation do not apply to a ship carrying not more than thirty-six passengers. (6) In a ship carrying not more than thirty-six passengers, power ventilation of machinery spaces shall be capable of being stopped from an easily accessible position outside the machinery space. NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 149 Controls for ventilation systems (1) A ship carrying more than thirty-six passengers shall be equipped with two master controls, situated as far apart as practicable, either of which shall be capable of stopping all the fans in the power ventilation systems of the ship, other than the ventilation systems in the cargo or the machinery space of the ship. (2) A power ventilation system serving the machinery space of a ship carrying more than thirty-six passengers shall be provided with two master controls, one situated inside and the other situated outside the machinery space, by means of either of which all fans in the system may be stopped. NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 150 Controls outside machinery spaces (1) Where control stations are situated below deck and outside machinery spaces, provision shall be made to ensure that ventilation, visibility and freedom from smoke are maintained so that the machinery and equipment contained in those control stations may be supervised and continue to function effectively in the event of fire. (2) Two alternative and entirely separate means of air supply shall be provided for the control stations, and air inlets to the sources of supply shall be so disposed as to minimize the possibility of both inlets drawing in smoke simultaneously. (3) The requirements set out in the last preceding subregulation may, with the approval of the Authority, be dispensed with in circumstances where the control station is situated in or opening into an open deck. NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 151 Exemptions The requirements set out in regulation 149 of these Regulations and in the last preceding regulation may, with the approval of the Authority, be dispensed with in circumstances where the Authority is satisfied that the proposed closing arrangements are as effective as those referred to in those regulations. NAVIGATION (CONSTRUCTION) REGULATIONS 1968Division 11 Miscellaneous items of fire protection NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 152 Enclosed air spaces An air space enclosed behind a ceiling, panel or lining in an accommodation space or service space in a ship carrying more than thirty-six passengers: (a) shall be divided by close fitting draught-stops spaced not more than forty-five feet apart; and (b) shall be closed at each deck. NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 153 Concealed and inaccessible spaces A ceiling, panel or lining in an accommodation space or service space in a ship carrying more than thirty-six passengers shall, without impairing the efficiency of the fire protection of the ship, be so constructed as to enable the detection of smoke originating in a concealed or inaccessible space. NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 154 Low flame spread surfaces (1) All exposed and concealed surfaces in corridors, stairway enclosures, accommodation spaces and inaccessible spaces of a ship shall be approved surfaces. (2) The Authority shall not approve a surface for the purposes of the last preceding subregulation unless the material from which the surface is made has been submitted to an approved test and found to be one that is resistant to heat and one that resists the spread of flame. NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 155 Paints etc not to have nitro-cellulose base A surface in a ship shall not be covered with a paint, varnish or similar preparation which contains a nitro-cellulose or other highly inflammable base and fabrics containing nitro-cellulose or other highly inflammable materials shall not be used in a ship. NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 156 Overboard scuppers etc not to be made of lead An overboard scupper, sanitary discharge or other outlet in a ship being a scupper, discharge or outlet: (a) which is close to the water-line of the ship; or (b) which is so situated that, if it were made of lead and the lead fused, the ship would be in danger of being flooded; shall not be made of lead or other heat sensitive material. NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 157 Pipes penetrating divisions Pipes carrying oil or combustible liquids or pipes which penetrate an A class division or B class division in a ship shall be of approved materials. NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 158 Use of wood in galleys etc to be restricted The use of wood for the construction of a galley, bakery or main pantry in a ship shall be restricted so far as is practicable. NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 159 Windows etc in accommodation spaces (1) The glass in a window or side scuttle in a bulkhead separating accommodation spaces from the weather shall have a frame of steel or other approved material in which the glass is retained by a metal ring or bead. (2) If a window or side scuttle referred to in the last preceding subregulation is so situated that, if the frame or the ring or bead were to fuse, the ship would be in danger of being flooded, the frame and the ring or bead, as the case may be, shall be constructed of metal which is not likely to fuse in the event of fire. (3) A window or side scuttle in a ship, being a window or side scuttle in a bulkhead within an accommodation space, shall be so constructed as to preserve the integrity requirements of the bulkhead in which it is fitted. NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 160 Windows in machinery spaces (1) This regulation applies to a space in a ship occupied by: (a) main propulsion machinery; (b) oil fired boilers; or (c) auxiliary internal combustion type machinery of a total horsepower of one thousand or more. (2) Skylights provided in a space to which this regulation applies shall be capable of being closed from outside the space. (3) Skylights provided in a space to which this regulation applies containing glass panels shall be fitted with external shutters of steel or other approved material permanently attached to the skylight. (4) Windows provided in a space to which this regulation applies shall be of the non-opening type and shall be fitted with external shutters of steel or other approved material permanently attached to the window. (5) Glass other than wire reinforced glass shall not be used in windows and skylights in a space to which this regulation applies. NAVIGATION (CONSTRUCTION) REGULATIONS 1968Division 12 Means of escape NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 161 Means of escape from passenger etc spaces (1) The stairways and ladderways in a ship shall be arranged so as to provide in each passenger space, crew space and space in which crew are normally employed ready means of escape from those spaces to the lifeboat embarkation deck. (2) For each watertight compartment or other similarly restricted space below the bulkhead deck in a ship, there shall be provided two means of escape: (a) at least one of which shall be independent of watertight doors; and (b) each of which shall lead to the lifeboat embarkation deck. (3) From each main vertical zone or other similar restricted space above the bulkhead deck in a ship, there shall be provided at least two means of escape at least one of which shall provide access to a stairway forming a vertical escape leading to the lifeboat embarkation deck. (4) At least one of the two means of escape referred to in subregulation (2) of this regulation and in the last preceding subregulation shall be by means of a readily accessible enclosed stairway which shall provide, as far as practicable, continuous fire shelter from its level of origin to the lifeboat embarkation deck. (5) Where the Authority is satisfied that, having regard to the nature and location of the spaces concerned and to the number of persons who might normally be quartered or employed in those spaces, one of the means of escape referred to in subregulation (2) of this regulation may be dispensed with, the Authority may direct that the provision of one of those means of escape is not necessary. (6) The stairways provided in pursuance of this regulation shall be of such number, width and design as are approved. (7) This regulation does not apply to or in relation to a machinery space in a ship. NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 162 Means of escape from machinery spaces (1) In machinery spaces in a ship, two means of escape from each engine room, shaft tunnel and boiler room shall be provided and shall, subject to the succeeding provisions of this regulation, consist of two sets of steel ladders: (a) that are separated as widely as possible; and (b) that lead to doors in the casing that are separated as widely as possible and provide access to the lifeboat embarkation deck. (2) Where there is a watertight door available as a means of escape in an engine room, shaft tunnel or boiler room in a ship, the two means of escape referred to in the last preceding subregulation may consist of: (a) the watertight door; and (b) a steel ladder leading to a door in the casing that provides access to the lifeboat embarkation deck. NAVIGATION (CONSTRUCTION) REGULATIONS 1968Division 1 General NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 163 General The boilers and machinery provided in a ship: (a) shall be of a design and construction adequate for the service for which they are intended; (b) shall be so installed and protected as not to constitute a danger to persons on board the ship; and (c) shall be provided with means to prevent overpressure in any part. NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 164 Communication with engine-room A ship shall be fitted with two means of communicating orders from the bridge to the engine-room, one of which shall be an engine-room telegraph. NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 165 Location of emergency installations The emergency fire pumps, emergency bilge pumps, fixtures for batteries of carbon dioxide bottles for fire extinguishing purposes and other emergency installations necessary for the safety of the ship shall not be installed in a ship forward of the collision bulkhead. NAVIGATION (CONSTRUCTION) REGULATIONS 1968Division 2 Boilers etc NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 166 Safety valves to be provided A boiler or other pressure vessel used in generating steam in a ship shall be provided with at least two safety valves. NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 167 Boiler etc to withstand maximum working stresses A boiler, superheater, economiser, evaporator, distiller or other steam or water pressure vessel in a ship, and its mountings, shall be so designed and constructed as to withstand the maximum working stresses to which it may be subjected with a factor of safety which is adequate having regard to: (a) its design; (b) the material of which it is constructed; (c) the purpose for which it is intended to be used; and (d) the working conditions under which it is intended to be used. NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 168 Cleaning and inspection A boiler, superheater, economiser, evaporator, distiller or other steam or water pressure vessel in a ship shall be so constructed and fitted as to facilitate cleaning and inspection. NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 169 Hydraulic pressure test for boiler or superheater A boiler or superheater in a ship shall: (a) when first put into service in the ship -- be capable of withstanding, for a period of not less than thirty minutes, an hydraulic pressure equal to: (i) where the maximum working pressure of the boiler or superheater is more than one hundred pounds per square inch -- the sum of a pressure of fifty pounds per square inch and a pressure greater by one-half than that maximum working pressure; or (ii) where the maximum working pressure of the boiler or superheater is one hundred pounds per square inch or less -- that maximum working pressure multiplied by two; and (b) at any other time -- be capable of withstanding, for a period of not less than thirty minutes, an hydraulic pressure equal to: (i) where the boiler or superheater is of such dimensions and form that an adequate internal examination of it can be made -- a pressure greater by one-half than the maximum working pressure of the boiler or superheater; or (ii) in any other case -- the pressure that the boiler or superheater was required by the last preceding paragraph to be capable of withstanding when it was put into service in the ship for the first time. NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 170 Hydraulic pressure test for economisers An economiser in a ship shall be capable of withstanding, for a period of not less than thirty minutes: (a) where the economiser cannot be shut off from the boiler to which it is connected -- an hydraulic pressure equal to the pressure that the boiler is required, by paragraph (a) of the last preceding regulation, to be capable of withstanding when first put into service in the ship; and (b) in any other case -- an hydraulic pressure equal to the sum of a pressure of fifty pounds per square inch and a pressure greater by one-half than the maximum working pressure of the safety valve of the economiser. NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 171 Hydraulic pressure test for mounting A mounting of a boiler, or of a superheater or economiser connected to a boiler, in a ship, not being a mounting in the boiler feed system, shall be capable of withstanding an hydraulic pressure twice as great as the maximum working pressure of the boiler. NAVIGATION (CONSTRUCTION) REGULATIONS 1968Division 3 Boiler feed systems NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 172 Boiler to have two feed systems A boiler in a ship shall be provided with at least two separate feed systems so arranged that one system may be opened up for inspection or overhaul without affecting the efficiency of the other. NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 173 Overpressure to be prevented A feed system for a boiler in a ship shall be fitted with a device to prevent overpressure in any part of the system. NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 174 Oil in feed water to be intercepted Where it is possible for oil to enter a feed system of a boiler in a ship, the system shall be so constructed that any oil which may mingle with the water in the system is intercepted and removed from the water before the water reaches the boiler. NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 175 Check valve etc to be of efficient design etc A feed check valve, or a fitting or pipe, through which feed water passes from a pump to the boilers of a ship: (a) shall be of efficient design and of sufficient strength to withstand with an adequate factor of safety the maximum working pressure to which the feed line may be subjected; and (b) shall be capable of withstanding an hydraulic pressure equal to: (i) the maximum working pressure of the boiler multiplied by two and one-half; or (ii) the maximum working pressure of the feed system multiplied by two; whichever is the greater. NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 176 Feed pipe to be supported A feed pipe of a boiler feed system in a ship shall be adequately supported. NAVIGATION (CONSTRUCTION) REGULATIONS 1968Division 4 Steam pipe systems NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 177 Steam pipes and fittings to withstand maximum working stresses (1) A steam pipe in a ship, or a fitting connected to a steam pipe in a ship, being a fitting through which steam may pass, shall be so designed and constructed as to withstand the maximum working stresses to which it may be subjected with a factor of safety which is adequate having regard to: (a) the material of which it is constructed; and (b) the working conditions under which it will be used. (2) A steam pipe in a ship shall be adequately supported. NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 178 Hydraulic pressure test for steam pipe or fitting A steam pipe in a ship, or a fitting connected to a steam pipe in a ship, being a fitting through which steam may pass, shall be capable of withstanding an hydraulic pressure equal to a pressure twice as great as the maximum working pressure of the pipe or fitting, as the case may be. NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 179 Steam pipe not to be subjected to excessive stresses A steam pipe in a ship shall be so fitted as not to subject it to variation in temperature, to vibration or to other stress so excessive as to be likely to result in the failure of the pipe. NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 180 Steam pipe to be drained A steam pipe in a ship shall be so drained that: (a) the pipe is kept free of water; and (b) water hammer action will not occur under conditions likely to arise in the course of the intended service of the ship. NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 181 Steam pipe to be fitted with reducing valve etc Where a steam pipe in a ship may receive steam from any source at a higher pressure than it can withstand with an adequate factor of safety, the steam pipe shall be fitted with a reducing valve, relief valve and pressure gauge. NAVIGATION (CONSTRUCTION) REGULATIONS 1968Division 5 Machinery NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 182 Governor etc to be fitted An ahead turbine or set of turbines which drives a single gear wheel forming part of the main propelling machinery of a ship shall be fitted with: (a) a governor capable, in the event of overspeed, of automatically shutting off the steam operating that turbine or set of turbines; and (b) a hand trip-gear capable, when operated, of shutting off the steam operating that turbine or set of turbines. NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 183 Steam to be shut off if oil system fails A ship shall be provided with means by which the steam will be automatically cut off from an ahead turbine, and other machinery served by the same lubricating oil system as the turbine, in the event of a failure in that system. NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 184 Hydraulic pressure test for nozzle box A nozzle box of an impulse steam turbine in a ship shall be capable of withstanding an hydraulic pressure equal to a pressure greater by one-half than the maximum working pressure to which the nozzle box may be subjected in service. NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 185 Hydraulic pressure test for steam casing A steam casing of a turbine in a ship shall be capable of withstanding an hydraulic pressure equal to: (a) a pressure greater by one-half than the maximum working pressure in the steam casing; or (b) a pressure of thirty pounds per square inch; whichever is the greater. NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 186 Hydraulic pressure test for engine cylinder (1) A cylinder of a steam reciprocating engine in a ship shall be capable of withstanding an hydraulic pressure equal to the pressure specified in the following table which is applicable to the cylinder: Type of engine Cylinder pressure Hydraulic pressure to be withstood Compound expansion High 11/2 x M.W.P. Compound expansion Low 30 pounds per square inch Triple expansion High 11/2 x M.W.P. Triple expansion Intermediate 1/2 x M.W.P Triple expansion Low 30 pounds per square inch Quadruple expansion High 11/2 x M.W.P. Quadruple expansion 1st Intermediate [GRAPHIC]Quadruple expansion 2nd Intermediate [GRAPHIC]Quadruple expansion Low 30 pounds per square inch (2) In the application of the table in the last preceding subregulation in relation to a cylinder, the letters "M.W.P." shall be read as meaning a pressure equal to the maximum working pressure of the boiler to which the machinery of which the cylinder forms a part is connected. NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 187 Compression ignition engines (1) A cylinder liner of a compression ignition engine in a ship shall be capable of withstanding an hydraulic pressure of one hundred pounds per square inch. (2) A cooling passage of a cylinder, cover or other fluid-cooled part of a compression ignition engine in a ship shall be capable of withstanding an hydraulic pressure of thirty pounds per square inch. NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 188 Machinery operated by oil with low flash point not to be fitted Machinery, or a boiler, which is designed to be operated by means of oil fuel having a flash point of less than 61 degrees Celsius shall not be fitted in a ship. NAVIGATION (CONSTRUCTION) REGULATIONS 1968Division 6 Shafts NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 189 Shafts A shaft in a ship shall be so designed and constructed as to withstand the maximum working stresses to which it may be subjected with a factor of safety which is adequate having regard to: (a) the material of which it is constructed; (b) the service for which it is intended; and (c) the type of engine by which it is, or will be, driven or of which it forms a part. NAVIGATION (CONSTRUCTION) REGULATIONS 1968Division 7 Air pressure systems NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 190 Starting air compressors A ship which is propelled by compression ignition engines designed to be started by compressed air shall be provided with at least two starting air compressors, each of which shall be of efficient design and of sufficient strength and capacity for the service for which it is intended. NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 191 Hydraulic pressure test for cylinder A cylinder forming part of an air compressor in a ship shall be capable of withstanding an hydraulic pressure equal to the maximum working pressure of the cylinder multiplied by two. NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 192 Hydraulic pressure test for cooler The compressed air side of a stage cooler forming part of an air compressor in a ship shall be capable of withstanding an hydraulic pressure equal to the maximum working pressure of the stage multiplied by two. NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 193 Hydraulic pressure test for cooling passages and cooler casings A cooling passage, or cooler casing, of an air compressor that is cooled by liquid shall be capable of withstanding an hydraulic pressure of thirty pounds per square inch. NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 194 Relief valves A relief valve shall be fitted in the high pressure discharge from an air compressor in a ship and a relief valve or safety diaphragm shall be fitted on the casing of each liquid-cooled air cooler of an air compressor in a ship. NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 195 Additional starting air compressor Where none of the starting air compressors provided in a ship in accordance with regulation 190 of these Regulations can be put into operation without a supply of compressed air, there shall be provided in the ship, in addition to those compressors, a starting air compressor which can be put into operation without a supply of compressed air. NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 196 Air receivers required (1) A ship which is propelled by compression ignition engines designed to be started by compressed air shall be provided with at least two air receivers. (2) The aggregate capacity of the air receivers provided in a ship in accordance with the last preceding subregulation shall be such that they are capable of holding enough compressed air to start each of the main engines of the ship: (a) where the engines are reversible -- twelve times; or (b) in any other case -- six times. NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 197 Air receivers to withstand maximum working stresses An air receiver in a ship shall be so designed and constructed as to withstand the maximum working stresses to which it may be subjected with a factor of safety which is adequate having regard to: (a) the design of the receiver; (b) the material of which the receiver is constructed; and (c) the working conditions under which the receiver is intended to be used. NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 198 Hydraulic pressure test for air receiver (1) Without limiting the generality of the last preceding regulation, an air receiver in a ship shall be capable of withstanding an hydraulic pressure equal to the pressure specified in the following table which is applicable to the receiver: Construction of receiver Classification of receiver with reference to its maximum working pressure expressed in pounds per square inch Hydraulic pressure to be withstood Riveted Not over 100 2 x M.W.P. Riveted Over 100 but not over 300 (11/2 x M.W.P.) + 50 Riveted Over 300 M.W.P. + 200 Fusion welded Not over 100 2 + M.W.P. Fusion welded Over 100 (11/2 x M.W.P.) + 50 (2) In the application of the table in the last preceding subregulation in relation to a receiver, the letters "M.W.P." shall be read as meaning a pressure equal to the maximum working pressure of the receiver. NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 199 Air bottle to be of efficient design etc An air bottle in a ship: (a) shall be of efficient design; (b) shall be made of seamless steel tube with the ends of the bottle worked down from the tube or shall be of equally efficient construction; (c) shall be annealed; and (d) shall be capable of withstanding an hydraulic pressure equal to the maximum working pressure of the bottle multiplied by two. NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 200 Fittings for a receiver or bottle An air receiver or air bottle in a ship shall be fitted with: (a) a means of access for purposes of inspection; (b) a drain for the removal of oil and water; (c) a relief valve to prevent overpressure; and (d) where the air receiver or air bottle can be isolated from the relief valve -- at least one fusible plug to discharge the contents of the air receiver or air bottle in the event of fire. NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 201 Air pressure pipe and fittings An air pressure pipe, or a fitting connected to an air pressure pipe, in a ship: (a) shall be capable of withstanding the maximum working stresses to which the pipe or fitting may be subject with a factor of safety which is adequate having regard to: (i) the material of which the pipe or fitting is constructed; and (ii) the working conditions under which the pipe or fitting is intended to be used; and (b) without limiting the generality of the foregoing, shall be capable of withstanding an hydraulic pressure equal to the maximum working pressure of the pipe or fitting multiplied by two. NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 202 Air pressure pipe to be properly supported An air pressure pipe in a ship shall be properly supported. NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 203 Air pressure pipe to be free from oil etc An air pressure pipe in a ship shall be so fitted: (a) that the interior of the pipe is kept free from oil; and (b) that: (i) the passage of flame from the cylinders of the engine into the pipe is prevented; or (ii) the pipe is protected from the effects of an internal explosion. NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 204 Reducing valve etc to be fitted to air pressure pipe Where an air pressure pipe in a ship may receive air from any source at a higher pressure than it can withstand with an adequate factor of safety, the pipe shall be fitted with: (a) a reducing valve; (b) a relief valve; and (c) a pressure gauge. NAVIGATION (CONSTRUCTION) REGULATIONS 1968Division 8 Engine cooling systems NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 205 Pumps to be provided for cooling water Where: (a) machinery used for the propulsion of a ship; or (b) machinery used for the maintenance of services essential for the safety of the ship or of persons on board the ship; depends for its operation on a supply of cooling water, two pumps each of which shall be capable of supplying adequate cooling water to the machinery shall be provided in the ship. NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 206 Strainers for sea-water suctions If direct sea-water cooling is provided in a ship for the machinery or engines referred to in the last preceding regulation, the suctions through which the sea water for cooling is drawn shall be provided with a strainer which can be cleaned without interrupting the supply of water. NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 207 Provision for inspecting cooling system etc A cooling system for cooling the machinery referred to in regulation 205 of these Regulations shall be so constructed: (a) that the system may be inspected to see whether it is working properly; and (b) that overpressure in the system or a part of the system is prevented. NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 208 Exhaust pipe etc to be cooled An exhaust pipe or silencer of an internal combustion engine in a ship shall be efficiently cooled or lagged. NAVIGATION (CONSTRUCTION) REGULATIONS 1968Division 9 Lubricating oil systems NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 209 Pumps to be provided for circulating oil A ship in which oil for the lubrication of the main engines is circulated under pressure shall be provided with at least two pumps each of which shall be adequate for circulating the oil. NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 210 Strainers (1) Strainers shall be provided in a ship for straining the oil for the lubrication of the main engines. (2) The strainers shall be such that they can be cleaned without interrupting the supply of the oil. NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 211 Provision for inspecting lubrication system (1) The lubrication system for the main engines of a ship shall be so constructed: (a) that the system may be inspected for the purpose of ascertaining whether it is working properly; and (b) that overpressure in the system or a part of the system is prevented. (2) If the means of preventing overpressure is a relief valve, the valve shall be in closed circuit. NAVIGATION (CONSTRUCTION) REGULATIONS 1968Division 10 Oil-fuel installations (boilers and machinery) NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 212 Interpretation In this Division oil-fuel tank includes an oil-fuel storage tank, an oil-fuel settling tank, an oil-fuel service tank or an oil-fuel overflow tank. NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 213 Application This Division applies to ships propelled by means of oil-fired boilers or internal combustion machinery. NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 214 Double-bottom compartment to be fitted with a watertight centre division Where a double-bottom compartment in a ship, not being a compartment situated at the extreme forward or after end of the ship, is appropriated for the storage of oil fuel, the compartment shall be fitted with a watertight centre division. NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 215 Oil-fuel tanks An oil-fuel tank in a ship: (a) shall be properly constructed; (b) shall be provided with save-alls or gutters capable of catching any oil which may leak from the tank; (c) shall not be situated directly above a boiler or other heated surface; and (d) shall be capable of withstanding: (i) where the tank is a storage tank or service tank -- an hydraulic pressure equal to that of a head of water one foot greater than the greatest head to which the tank may be subject when in service; or (ii) where the tank is a settling tank -- an hydraulic pressure equal to the pressure of a head of water one foot greater than the greatest head to which the tank may be subject when in service or a pressure of fifteen pounds per square inch, whichever is the greater. NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 216 Oil-fuel tanks etc to be isolated from water-ballast tanks etc The tanks and pipes appropriated for the carriage of oil fuel in a ship shall be effectively isolated from the tanks and pipes appropriated for the carriage of water ballast in the ship. NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 217 Oil separation equipment Where a ship is fitted with tanks intended for the carriage of oil fuel, it shall, unless exempted by the Authority, be fitted with approved equipment capable of separating oil from water ballast carried in those tanks. NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 218 Transfer of oil fuel from one tank to another The oil-fuel tanks in a ship shall be so provided with pumps and so connected together that oil fuel in a storage tank or settling tank may be transferred into any other storage tank or settling tank appropriated for oil fuel. NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 219 Escape of oil overboard to be prevented The system of oil-fuel tanks and pumps and the pipes connecting them by which oil is stored or moved about from place to place in a ship shall be so constructed as to prevent the escape overboard from that system of oil fuel. NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 220 Coffer dam to be fitted Where a tank appropriated for the storage of fresh water in a ship is adjacent to a tank appropriated for the storage of oil fuel, a coffer dam capable of preventing oil fuel which may be stored in the last-mentioned tank from contaminating water which may be stored in the first-mentioned tank shall be fitted. NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 221 Sounding equipment for oil-fuel tank An oil-fuel tank in a ship shall be fitted with equipment for sounding the tank. NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 222 Equipment to prevent overpressure in an oil-fuel tank (1) An oil-fuel tank in a ship shall be so fitted as to prevent overpressure in the tank. (2) An air pipe shall be led from an oil-fuel tank in a ship to the open air. (3) An air pipe referred to in the last preceding subregulation: (a) shall be fitted with a detachable wire gauze diaphragm; (b) shall have its outlet in such a position that there will be no danger of fire or explosion resulting from the emergence of oil vapour from the pipe when the tank from which the pipe is led is being filled; and (c) when the pipe serves as an overflow pipe -- shall have its outlet so constructed that the overflow will not run into or near a boiler room, galley or other place in which it might be ignited. NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 223 Drain to be of self-closing type A drain which is provided in a ship for the purpose of removing water from oil fuel in a storage or settling tank or separator shall be of the self-closing type. NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 224 Oil-fuel filling stations An oil-fuel filling station in a ship: (a) shall be isolated from other spaces in the ship; and (b) shall be drained and ventilated. NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 225 Oil-filling pipe lines An oil-filling pipe line in a ship shall be so constructed as to prevent overpressure in the pipe line. NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 226 Oil pressure pipes (1) An oil pressure pipe in a ship shall be made of seamless steel or other approved material. (2) Where an oil pressure pipe in the boiler room or the engine room of a ship is to be used for conveying heated oil, the pipe shall be placed in a conspicuous and well-lighted position above the platforms. (3) An oil pressure pipe in a ship or a joint in, or a fitting connected to, that pipe shall be capable of withstanding an hydraulic pressure equal to: (a) a pressure of four hundred pounds per square inch; or (b) the maximum working pressure of the pipe, joint or fitting, as the case may be, multiplied by two; whichever is the greater. NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 227 Oil pipes other than oil pressure pipes (1) An oil pipe, other than an oil pressure pipe, in a ship: (a) shall be made of steel or other approved material; and (b) shall be led at such a height above the inner bottom, if any, of the ship as will permit the pipe to be inspected and repaired. (2) An oil pipe, other than an oil pressure pipe, in a ship or a joint in, or a fitting connected to, such a pipe shall be capable of withstanding an hydraulic pressure equal to: (a) a pressure of fifty pounds per square inch; or (b) the maximum working pressure of the pipe, joint or fitting, as the case may be, multiplied by two; whichever is the greater. NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 228 Oil pipe joints A joint in an oil-fuel pipe shall be of an approved design and made in an approved manner. NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 229 Steam-heating pipes (1) Where a steam-heating pipe in a ship may come into contact with oil, the pipe shall be made of steel. (2) A pipe referred to in the last preceding subregulation or a joint in such a pipe shall be capable of withstanding an hydraulic pressure equal to the maximum working pressure of the pipe or joint, as the case may be, multiplied by two. NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 230 Suction pipe to be fitted with valve etc (1) A pipe connected to an oil-fuel tank situated above the inner bottom of a ship shall be fitted with a valve or cock as near as practicable to the tank if damage to the pipe is likely to result in the contents of the tank being discharged. (2) Subject to the next succeeding subregulation, a valve or cock referred to in the last preceding subregulation, other than a non-return inlet valve, shall be capable of being closed both from the compartment in which it is situated and from a position outside that compartment which is readily accessible and not likely to be cut off in the event of fire in that compartment. (3) The last preceding subregulation does not apply in relation to an oil-fuel tank situated in a shaft or pipe tunnel above the inner bottom of the ship if: (a) the valve or cock referred to in subregulation (1) of this regulation is capable of being closed from the shaft or pipe tunnel; (b) an additional valve is fitted, outside the shaft or pipe tunnel, to each pipe connected to the oil-fuel tank; and (c) the additional valve is capable of being closed both from the compartment in which the valve is situated and from another compartment. NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 231 Oil-fuel levelling pipe to be fitted with valve etc (1) An oil-fuel levelling pipe within a boiler room or engine room in a ship shall be fitted with a valve or cock secured to each tank to which the pipe is connected. (2) A valve or cock referred to in the last preceding subregulation shall be capable of being closed or opened from a position above the bulkhead deck of the ship, being a position which is readily accessible and not likely to be cut off by a fire in the compartment in which is situated the pipe to which the valve or cock is fitted. NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 232 Oil-tank filling pipe to be fitted with non-return valve etc Where an oil-tank filling pipe in a ship is connected to an oil-fuel tank at a point other than a point at or near the top of the tank, the pipe shall be fitted with: (a) a non-return valve; or (b) a valve or cock secured to the tank and capable of being closed both from the compartment in which the valve or cock, as the case may be, is situated and from a position outside that compartment which is readily accessible and not likely to be cut off in the event of fire in that compartment. NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 233 Master valve at furnace fronts (1) The master valve at the furnace fronts in a ship, being the valve which controls the supply of oil fuel to the sets of burners in the furnaces: (a) shall be of a quick-closing type; (b) shall be fitted in a conspicuous position; and (c) shall be readily accessible. (2) Provision shall be made to prevent oil from being supplied to a burner in a furnace of a ship unless the burner has been correctly coupled up to the oil-supply line. NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 234 Oil-fuel valves A valve provided for use in connexion with the oil-fuel installation in a ship shall be so designed and constructed as to prevent the cover of the valve chest being slackened back or loosened when the valve is operated. NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 235 Oil-fuel pumps (1) A pump provided for use in connexion with the oil-fuel system of a ship shall be separate from the feed pumps, bilge pumps or ballast pumps of the ship and from the connexions of any of those pumps. (2) A pump referred to in the last preceding subregulation shall be provided with a relief valve in close circuit. NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 236 Stopping of fans and closing of openings (1) Readily accessible means shall be furnished in a ship for rapidly stopping ventilating fans serving machinery spaces and cargo spaces and for closing all doorways, ventilators, annular spaces around funnels and other openings to those spaces. (2) The means referred to in the last preceding subregulation shall be situated outside the spaces referred to in that subregulation. (3) Machinery driving forced and induced draught fans, an oil-fuel pressure pump, an oil-fuel transfer pump and similar oil-fuel pumps furnished in a ship shall be capable of being stopped from a position outside the space in which the machinery or pump is situated. NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 237 Oil-fuel units to be provided A ship shall be provided with at least two oil-fuel units, each comprising a pressure pump, filters and a heater, which shall be of efficient design and substantial construction. NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 238 Overpressure in oil-fuel unit . (1) An oil-fuel unit provided in a ship in accordance with the last preceding regulation shall be fitted with a device to prevent overpressure in any part of the unit. (2) A relief valve fitted to prevent overpressure in the heater of an oil-fuel unit in a ship shall be in close circuit. NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 239 Hydraulic pressure test for oil-fuel unit parts A part of an oil-fuel unit in a ship, being a part which is subject to oil pressure, or a joint of such a part, shall be capable of withstanding an hydraulic pressure equal to: (a) a pressure of four hundred pounds per square inch; or (b) the maximum working pressure of the part or joint, as the case may be, multiplied by two; whichever is the greater. NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 240 Exhaust drains where steam is used for heating oil fuel Where steam is to be used for heating oil fuel in a bunker, tank, heater or separator in a ship, the ship shall be provided with an exhaust drain capable of discharging the water of condensation into an observation tank. NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 241 Save-alls or gutters under oil-fuel pump etc (1) An oil-fuel pump, a filter or a heater in a ship shall be provided with a save-all or gutter situated under it and capable of catching any oil which may leak or be spilled from it. (2) Provision shall be made to prevent escaped oil from coming into contact with a boiler or other heated surface. NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 242 Save-alls and gutters in way of furnace mouths A ship shall be provided in way of the furnace mouths in the ship with a save-all or gutter capable of catching any oil which may escape from a burner in a furnace. NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 243 Oil-fuel separators An oil-fuel separator in a ship: (a) shall be of efficient design and substantial construction; (b) shall be so constructed as to prevent the discharge of oil vapour from the separator into a confined space; and (c) shall, if operated under pressure, be fitted with a device to prevent overpressure in any part. NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 244 Dampers fitted to funnels etc to be capable of being secured in open position Where dampers are fitted to a funnel or boiler in a ship the boilers of which may be oil-fired: (a) the dampers shall be so constructed that they may be secured in the open position; and (b) the ship shall be provided with an indicator capable of showing whether the dampers are open or shut. NAVIGATION (CONSTRUCTION) REGULATIONS 1968Division 11 Oil-fuel installations (cooking ranges) NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 245 Flash point for oil fuel for cooking ranges The burners in a cooking range in a ship, being burners designed to be operated by means of oil fuel, shall be designed to be operated by means of oil fuel having a flash point of not less than 61 degrees Celsius. NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 246 Oil supply for cooking ranges (1) Where the burners in a cooking range in a galley in a ship are supplied with oil fuel from an oil tank: (a) the tank shall be situated outside the galley; and (b) the supply of oil to the burners shall be capable of being controlled from a position outside the galley. (2) An oil tank referred to in the last preceding subregulation: (a) shall be provided with an air pipe leading to the open air; (b) shall be fitted with a device to prevent overpressure in the tank; and (c) shall be so connected to the oil-fuel tank system in the ship that the oil tank may be filled with oil fuel from that system. (3) An air pipe referred to in the last preceding subregulation: (a) shall be so placed that there will be no danger of fire or explosion resulting from the emergence of oil vapour from the pipe when the tank to which the pipe is connected is being filled; and (b) shall be fitted with a detachable wire gauze diaphragm. NAVIGATION (CONSTRUCTION) REGULATIONS 1968Division 12 Ventilation NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 247 Space for oil-fuel tank to be ventilated A space in a ship, being a working space or a space accessible to persons in the ship, in which an oil-fuel tank, or a part of an oil-fuel installation, is situated shall be adequately ventilated. NAVIGATION (CONSTRUCTION) REGULATIONS 1968Division 13 Stores, spare gear and tools NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 248 Stores etc (1) The master or owner of a ship may take the ship to sea, or permit the ship to be taken to sea, only if there is on board the ship such stores, spare gear and tools as are sufficient, having regard to the intended service of the ship, to enable running repairs to the boilers and machinery of the ship to be made while the ship is at sea. Penalty: 2 penalty units. (2) An offence against subregulation (1) is an offence of strict liability. Note For strict liability, see section 6.1 of the Criminal Code. NAVIGATION (CONSTRUCTION) REGULATIONS 1968Division 14 Means of going astern NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 249 Means for reversing propelling machinery The propelling machinery of a ship shall, when the ship is going astern, have sufficient power to enable it to be properly handled. NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 250 Testing of means of reversing The ability of the ship's machinery to reverse the direction of thrust of the propeller in sufficient time under normal manoeuvring conditions so as to bring the ship to rest from maximum ahead service speed shall be demonstrated to the satisfaction of a surveyor. NAVIGATION (CONSTRUCTION) REGULATIONS 1968Division 15 Steering gear NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 251 Steering gear A ship shall be provided with a main steering gear and an auxiliary steering gear. NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 252 Main steering gear (1) The main steering gear in a ship shall be of adequate strength and sufficient to steer the ship at maximum service speed. (2) The main steering gear and rudder stock shall be so designed and constructed that they are not damaged at maximum astern speed. NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 253 Movement of rudder (1) The main steering gear in a ship shall be capable of putting the rudder over from thirty-five degrees on one side to thirty-five degrees on the other side with the ship running ahead at maximum service speed. (2) The rudder shall be capable of being put over from thirty-five degrees on either side to thirty degrees on the other side in twenty-eight seconds with the ship running ahead at maximum service speed. NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 254 Exemption from provision of auxiliary steering gear Where in a ship the main steering gear power units and their connexions are fitted in duplicate and each power unit enables the steering gear to meet the requirements of this Division, the provision of auxiliary steering gear is not necessary. NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 255 Auxiliary steering gear The auxiliary steering gear in a ship shall be of adequate strength and sufficient to steer the ship at navigable speed and capable of being brought speedily into action in an emergency. NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 256 Auxiliary steering gear where rudder stock over nine inches In a ship in which the rudder stock is required to be over nine inches in diameter in way of the tiller: (a) the auxiliary steering gear shall be operated by power; (b) there shall be provided an alternative steering station with a satisfactory means of enabling orders to be transmitted from the bridge to the alternative steering station; and (c) the remote steering control systems from the principal and alternative steering stations shall be so arranged that the failure of one of those systems will not result in inability to steer the ship by means of the other system. NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 257 Indicators (1) A ship fitted with electric or electro-hydraulic steering gear shall be provided with indicators for running indication of the motors. (2) Where the steering gear in a ship is power operated, an indicator showing the exact position of the rudder shall be provided at the principal steering station. NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 258 Electrically operated steering gear (1) Where the steering gear in a ship is electrically or electro-hydraulically operated, the steering gear shall be served by two sets of feeder cables from the main switchboard of the ship, one of which may pass through the emergency switchboard. (2) The two sets of feeder cables shall be separated from each other throughout their lengths as widely as practicable. (3) Each set of feeder cables shall have a capacity adequate for serving simultaneously all motors connected to it which may operate simultaneously. (4) Each feeder cable serving the steering gear and each motor in the electrical system operating the steering gear shall be protected by fuses, circuit breakers or other devices against short circuits, but shall not be protected against lesser loads. NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 259 Guard rails, stanchions and bulwarks (1) Bulwarks, or guard rails supported by stanchions, so placed, designed and constructed, and of such a height above the deck, as will prevent a person accidentally falling over the side of the deck, shall be provided in a ship on every deck to which any person has access. (2) A freeing port in a bulwark provided in a ship in accordance with the last preceding subregulation shall be fitted with a grid or bars which will prevent any person from falling through the port. NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 260 Interpretation Where a word or phrase used in a regulation that, by this Part, applies to and in relation to a cargo ship is defined in subregulation (1) of regulation 4 of these Regulations, that word or phrase as so used has the same meaning as in subregulation (1) of regulation 4 of these Regulations. NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 261 Application of certain regulations Regulations 108, 110, 113, 114, 115, 116, 117, 120, 121, 122, 123, 124, 155, 156, 158, 160, 163, 164, 188, 230, 231, 232, 236, 248, 249, 250 and 259 of these Regulations apply to and in relation to a cargo ship as if a reference in those regulations to a ship were a reference to a cargo ship. NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 262 Hull return not to be used (1) Subject to the next succeeding subregulation, regulation 109 of these Regulations applies to and in relation to a cargo ship as if the reference in that regulation to a ship were a reference to a cargo ship. (2) Hull return shall not be used in a tanker. NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 263 Means of escape -- cargo ships (1) Regulation 162 applies to and in relation to a cargo ship as if a reference in that regulation to a ship were a reference to a cargo ship. (2) Stairways and ladders in and from all crew spaces and passenger spaces and spaces in which crew are employed (other than machinery spaces) in a cargo ship shall be arranged so as to provide at least two ready means of escape to the lifeboat embarkation deck. NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 264 Steering gear (1) Regulations 251, 252, 253, 254, 255 and 257 of these Regulations apply to and in relation to a cargo ship as if a reference in those regulations to a ship were a reference to a cargo ship. (2) In a cargo ship in which the rudder stock is required to be over fourteen inches in diameter in way of the tiller, the auxiliary steering gear shall be operated by power. (3) The provision of auxiliary steering gear is not necessary in a cargo ship which is equipped with two power operated steering gear units if: (a) each unit complies with the provisions of regulation 255 of these Regulations; and (b) one of the units and its connexions complies with the provisions of regulation 252 of these Regulations. NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 265 Electrically operated steering gear (1) Subject to the next succeeding subregulation, regulation 258 of these Regulations applies to and in relation to a cargo ship as if a reference in that regulation to a ship were a reference to a cargo ship. (2) Subregulation (4) of regulation 258 of these Regulations does not apply to or in relation to the auxiliary steering gear of a cargo ship of less than 5,000 tons gross tonnage in which the auxiliary steering gear is powered by a motor primarily intended for other services, if the motor and each feeder cable serving that steering gear is provided with protection against short circuits and overloading. NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 266 Emergency electrical installation in cargo ships (1) In addition to the main generating sets, a cargo ship that has a gross registered tonnage of 500 tons or more shall, and a cargo ship that has a gross registered tonnage of less than 500 tons may, be provided with an emergency electrical installation that is capable of operating simultaneously: (a) the ship's emergency lights situated: (i) in each alleyway, stairway and exit; (ii) in the main machinery space of the ship; (iii) in the main generator set space of the ship; (iv) on the navigating bridge and in the chartroom; and (v) at each lifeboat station on deck; (b) the general alarm; (c) if the ship's navigation lights are solely electrical -- those lights; (d) if the ship's daylight signalling lamp is operated from the main source of electrical power -- that lamp; (e) the means of illuminating: (i) the lifeboats and their launching gear during preparation for and the process of launching, and the water into which the lifeboats are launched, until the process of launching is completed; (ii) the stowage positions of liferafts for which approved launching devices are not provided; and (iii) the liferafts and approved launching devices for the liferafts during the preparation for and the process of launching, and the water into which the liferafts are launched, until the process of launching is completed; and (f) such other services as the Authority directs as necessary for the safety of all on board in an emergency. (2) The emergency electrical installation with which a cargo ship is provided in pursuance of this Part shall be capable of operating efficiently: (a) when the ship is listed twenty-two and one-half degrees; (b) when the trim of the ship is ten degrees; and (c) when the ship is listed twenty-two and one-half degrees and the trim of the ship is ten degrees. (3) The source of electrical power for the emergency electrical installation with which a cargo ship is provided in pursuance of this Part shall be situated above the uppermost continuous deck and outside the machinery casings but shall not be situated forward of the collision bulkhead and its location within the ship in relation to the main source of electrical power shall be such that a fire or other casualty occurring in the machinery space of the ship will not interfere with the supply or distribution of emergency power. (4) The emergency electrical installation with which a cargo ship is provided in pursuance of this Part shall have a source of electrical power which consists of: (a) an accumulator battery capable of complying with the requirements of this regulation without being re-charged or suffering an excessive voltage drop; or (b) a generator driven by a suitable prime mover: (i) fitted with an independent fuel supply and with approved starting arrangements; and (ii) designed to run on fuel with a flash point not less than 61 degrees Celsius. (5) The emergency electrical installation with which a cargo ship is provided in pursuance of this Part shall be capable of complying with the requirements of this regulation: (a) in the case of a ship of less than 5,000 tons gross tonnage -- for a continuous period of three hours; and (b) in the case of a ship of 5,000 tons gross tonnage and upwards -- for a continuous period of six hours. (6) A cargo ship shall be provided with means for the periodic testing of the emergency electrical installation. NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 267 Emergency electrical installation in cargo ships under 500 tons Where: (a) a cargo ship that has a gross registered tonnage of less than 500 tons is not provided, in accordance with the last preceding regulation, with an emergency electrical installation that complies with the requirements of that regulation; and (b) the ship's navigation lights are solely electrical or the ship's daylight signalling lamp is operated from the main source of electrical power; an emergency electrical installation that complies with the requirements of the last preceding regulation and is capable of operating for a continuous period of three hours the ship's navigation lights, the ship's daylight signalling lamp, or both, as the case requires, shall be provided in the ship. NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 268 Electrical devices . An electrical device which is likely to arc and is not flame-proof shall not be installed in a compartment in a cargo ship principally used to house an accumulator battery. NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 269 General requirements with regard to structural strength and equipment (1) In a cargo ship: (a) the hull, structural bulkheads, superstructure, decks and deck houses; (b) interior stairways below the weather decks; (c) crew lift trunks within accommodation spaces; (d) bulkheads of galleys, paint stores, lamp rooms, boatswain's stores, when adjacent to accommodation spaces; and (e) bulkheads of emergency generator rooms; shall be of steel and fitted with insulating material that will result in the structure having the same resistance to fire as an A class division as defined in subregulation (1) of regulation 125 of these Regulations or, if the Authority having regard to the risk of fire in a part of the ship referred to in this subregulation, so approves, of such other material as is specified in the approval. (2) The arrangements, material and scantlings of the structure, the boilers and other pressure vessels and their appurtenances, the main and auxiliary machinery, the electrical installations and other equipment, in a cargo ship shall, in addition to compliance with the requirements applicable under this Part, be adequate for the trade in which the ship is, or is intended to be, engaged. NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 269A Requirements with respect to doors in structural bulkheads (1) An opening in a structural bulkhead in a cargo ship shall be fitted with a sliding door of steel or, if the Authority has approved of the bulkhead being of another material, of the same material as that approved for the bulkhead and shall be so constructed that when closed the watertight integrity of the bulkhead will not be impaired. (2) A sliding door that is fitted to an opening in a structural bulkhead in a cargo ship shall be fitted with gears on each side of the opening and in an accessible position above the bulkhead deck, being gears each of which is capable of being operated by hand and of opening and closing the door. (3) The hand operated gear, above the bulkhead deck, for such a sliding door shall, unless the Authority otherwise approves, be situated outside the machinery space. (4) An access opening in a watertight shaft tunnel shall be fitted with a sliding door of the same material as the material of the shaft tunnel and the door shall be capable of being operated on both sides of the door. (5) Where a sliding door referred to in this regulation is capable of being operated from a position above the bulkhead deck, means that indicate when the sliding door is closed shall be provided at the place from which the door may be so operated. (6) A door referred to in this regulation shall be so fitted that it is capable of being operated when the ship is at a list of 15 degrees. NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 269B Watertight bulkheads in cargo ships (1) A watertight collision bulkhead shall be provided in a cargo ship and shall be located not less than 5 per cent or not more than 7.5 per cent of the length of the ship abaft the forward perpendicular. (2) The collision bulkhead shall extend to the uppermost continuous deck. (3) A watertight afterpeak bulkhead shall be provided in way of the stern tube stuffing box at such a distance from the after perpendicular as is appropriate having regard to the length of the stern tube. (4) A watertight bulkhead shall be provided at each end of the machinery space in a cargo ship. (5) Such additional watertight bulkheads as are appropriate having regard to the trade in which the ship is or is to be engaged shall be fitted throughout the holds of a cargo ship and spaced, as far as practicable, at uniform intervals. (6) The last preceding subregulation does not apply to a ship: (a) that is to be deemed, by regulation 48 of the Navigation (Load Lines) Regulations, to be a Type A ship for the purposes of the assignment of freeboards under those Regulations; or (b) that is a Type B ship to which a reduction in freeboard is assigned under regulation 51 of those Regulations. (7) Watertight bulkheads other than a bulkhead of the type referred to in subregulation (1) of this regulation shall extend at least to the freeboard deck, except that the afterpeak bulkhead may be stopped at a watertight deck or platform situated above the deepest load line marked on the ship. NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 270 Bulkheads (1) A corridor bulkhead in an accommodation space in a Group B cargo ship and a ceiling in way of a corridor in such an accommodation space shall be of steel or shall be constructed of B class divisions made of incombustible materials, and each corridor bulkhead shall extend from deck to deck. (2) Where a B Class division is penetrated to allow for the passage of cables, pipes, trunks, ducts, or other articles or for the fitting of fixtures, such arrangements as are necessary to ensure that the fire resistance of the division is not impaired shall be made. (3) A door and a door frame in a B Class division shall be of incombustible material and the means of securing such a door shall be such that when the door is closed the fire resistance of the division in which the door and the door frame are included shall be as far as practicable equivalent to the fire resistance of such a division in which a door and a door frame are not included. (4) Nothing in the last preceding subregulation prevents the inclusion under or in a door in a B Class division of a ventilation opening or openings if: (a) the total net area of the opening or openings does not exceed 78 square inches; (aa) if such an opening is under the door, the height of the opening does not exceed one half of an inch; and (b) if such an opening is cut into the lower part of the door, it is fitted with a grille made of incombustible material. (5) Regulation 126 of these regulations applies to and in relation to a Group B cargo ship as if a reference in that regulation to a ship were a reference to a Group B cargo ship and as if the "this Part or the Fourth Schedule to be an A class division or". (6) Expressions used in this regulation have the same meaning as in regulation 125 of these regulations. (7) Where a corridor bulkhead in an accommodation space in a Group A cargo ship is altered or replaced, the preceding provisions of this regulation apply to and in relation to the portion of the corridor bulkhead that is altered or replaced as if it were a corridor bulkhead in a Group B cargo ship. (8) Regulation 154 of these Regulations applies to and in relation to a Group B cargo ship as if a reference in that regulation to a ship were a reference to a cargo ship. (9) Where exposed and concealed surfaces in corridors, stairway enclosures, accommodation spaces and inaccessible spaces of a Group A cargo ship are altered or replaced, the provisions of regulation 154 apply to and in relation to those exposed and concealed surfaces that are altered or replaced as if they were exposed and concealed surfaces in a Group B cargo ship. NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 271 Deck coverings . (1) In a Group B cargo ship, a deck covering within an accommodation space on a deck forming the crown of machinery spaces and cargo spaces shall be of a type that does not ignite readily. (2) Where a deck covering is fitted within an accommodation space on a deck forming the crown of machinery spaces and cargo spaces in a Group A cargo ship or such a deck covering in a Group A cargo ship is altered, the deck covering shall be of a type that does not ignite readily. NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 272 Power ventilation Power ventilation of a machinery space in a Group B cargo ship shall be capable of being stopped from an easily accessible position outside the machinery space. NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 273 Pipes Pipes conveying oil or combustible liquids in a cargo ship shall be of approved materials. NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - REG 274 Equivalents (1) Where a provision of these Regulations requires a particular fitting, material, appliance or apparatus, or type thereof, to be fitted or carried in a ship or a particular provision to be made in a ship, the Authority may allow any other fitting, material, appliance or apparatus, or type thereof, to be fitted or carried, or any other provision to be made, if it is satisfied that the other fitting, material, appliance or apparatus, or type thereof, or provision, is at least as effective as that required by that provision of these Regulations. (2) The reference in the last preceding subregulation to a fitting, material, appliance or apparatus, or type thereof, or provision to be made in a ship shall not be read as including a reference to a fitting, material, appliance or apparatus, or type thereof, or provision to be made in a ship, in respect of which the Authority may exercise the powers conferred by subsection (2) of section 191A of the Act. The Schedules NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - FIRST SCHEDULE Calculation of permissible length of watertight compartments (regulation 8 (2)) 1. General. (1) Ships shall be as efficiently subdivided as possible having regard to the nature of the service for which they are intended. The degree of subdivision shall vary with the length of the ship and with the service, in such manner that the highest degree of subdivision corresponds with the ships of greatest length, primarily engaged in the carriage of passengers. (2) For the purposes of this Schedule, unless the contrary intention appears: (a) all linear measurements shall be in feet; (b) all volumes shall be in cubic feet and all areas shall be in square feet and both shall be calculated from measurements taken to moulded lines; and (c) the symbol "L" denotes the length of the ship. 2. Permissible length. Subject to item 7 of this Schedule, the permissible length of a compartment having its centre at any point in the ship's length shall be ascertained by multiplying the floodable length at that point, ascertained in accordance with the next succeeding item, by the factor of subdivision applicable to the ship, ascertained in accordance with item 5 of this Schedule. 3. Floodable length. (1) The floodable length at any point along the length of a ship shall be ascertained by a method of calculation that takes into consideration the form, draught and other characteristics of the ship. (2) The floodable length at any point along the length of a ship is the maximum portion of the length of the ship having its centre at that point that can be flooded under the definite assumptions set out in the next succeeding item, without the ship being submerged: (a) in the case of a ship having a continuous bulkhead deck -- beyond the margin line; or (b) in the case of a ship not having a continuous bulkhead deck -- beyond an assumed continuous margin line that, at any point, is not less than 3 inches below the top of the deck at side to which the bulkheads concerned and the shell are carried water tight. (3) Where a portion of an assumed margin line referred to in the last preceding sub-item is, in the opinion of the Authority, appreciably below the deck to which the bulkheads are carried, the Authority may permit a limited relaxation in the watertightness of those portions of the bulkheads that are above the margin line and immediately under the higher deck. 4. Permeability. (1) The definite assumptions referred to in sub-item (2) of the last preceding item relate to the permeabilities of the spaces below the margin line. (2) For the purposes of ascertaining the floodable length at any point along the length of a ship, there shall be assumed, and ascertained in accordance with the provisions of this item, a uniform average permeability throughout each of the following portions of the ship below the margin line: (a) the machinery space; (b) the portion forward of the machinery space; and (c) the portion abaft the machinery space. (3) Subject to the next succeeding sub-item, the uniform average permeability throughout the machinery space in a ship shall be ascertained in accordance with the formula: [GRAPHIC]where: a is the volume of the passenger spaces and crew spaces below the margin line within the limits of the machinery space; c is the volume of the 'tween-deck spaces below the margin line within the limits of the machinery space that are appropriated to cargo, coal or stores; and v is the volume of the machinery space below the margin line. (4) Where the uniform average permeability throughout the machinery space in a ship, ascertained by a detailed calculation based on the assumptions: (a) that the permeability of passenger spaces and crew spaces is 95; (b) that the permeability of spaces appropriated to cargo, coal or stores is 60; and (c) that the permeability of double-bottom, oil-fuel and other tanks is 95, or such lesser figure as the Authority may approve in any particular case; is less than that ascertained in accordance with the formula set out in the last preceding sub-item, the uniform average permeability ascertained by the detailed calculation may be substituted for that ascertained in accordance with the formula. (5) Subject to the next succeeding sub-item, the uniform average permeability throughout the portion forward of, or abaft, the machinery space in a ship shall be ascertained in accordance with the formula: [GRAPHIC]where: a is the volume of the passenger spaces and crew spaces below the margin line and forward of, or abaft, the machinery space, as the case may be; and v is the volume of the portion of the ship below the margin line and forward of, or abaft, the machinery space, as the case may be. (6) The Authority may, not later than forty days after a surveyor has received a plan showing the watertight subdivision of a ship, determine that the uniform average permeability of the portion of the ship forward of, or abaft, the machinery space shall not be ascertained in accordance with the formula set out in the last preceding sub-item but shall be ascertained by a detailed calculation based on the assumptions: (a) that the permeability of passenger spaces and crew spaces is 95; (b) that the permeability of spaces appropriated to machinery is 85; (c) that the permeability of spaces appropriated to cargo, coal or stores is 60; and (d) that the permeability of double-bottom, oil-fuel and other tanks is 95, or such lesser figure as the Authority may approve in any particular case. (7) For the purposes of this item, if a 'tween-deck space between two watertight transverse bulkheads contains any passenger space or crew space the whole of that 'tween-deck space (other than any space completely enclosed within permanent steel bulkheads and appropriated for purposes other than passenger space or crew space) shall be deemed to be passenger space. (8) For the purposes of this item, if a 'tween-deck space between two watertight transverse bulkheads contains any passenger space or crew space and the whole of that passenger space and crew space is completely enclosed with permanent steel bulkheads, only the space so enclosed shall be deemed to be passenger space. 5. Factor of subdivision. (1) The factor of subdivision shall depend on the length of the ship and for a given length shall vary according to the nature of the service for which the ship is intended. It shall decrease in a regular and continuous manner: (a) as the length of a ship increases; and (b) from a factor A applicable to ships primarily engaged in the carriage of cargo to a factor B applicable to ships primarily engaged in the carriage of passengers. (2) For the purposes of this item, the factors A and B shall be determined by the following formulae: [GRAPHIC] [GRAPHIC] (3) Subject to sub-items (5) and (8) of this item, in the case of a ship the length of which is 430 feet or more, the factor of subdivision shall be determined by the following formula: [GRAPHIC] where A and B are respectively determined in accordance with the provisions of sub-item (2) of this item and Cs is the criterion numeral determined in accordance with the provisions of item 6 of this Schedule. (4) In the case of a ship the length of which is 430 feet or more and which has a criterion numeral equal to 45 or more and simultaneously the computed factor of subdivision as given by the formula: [GRAPHIC]is .65 or less but more than .50, then the subdivision abaft the forepeak shall be governed by the factor of .50. (5) Where, in the case of a ship referred to in sub-item (3) of this item, the factor F is less than .4 and the Authority is satisfied that it is impracticable to apply the factor F in determining the permissible length of a compartment appropriated for machinery, the Authority may allow an increased factor not exceeding .4 to be applied to that compartment. (6) Subject to the provisions of sub-item (8) of this item, in the case of a ship the length of which is less than 430 feet but not less than 260 feet having a criterion numeral of not less than [GRAPHIC](hereinafter in this item referred to as S), the factor of subdivision F shall be determined by the following formula: [GRAPHIC]where B is the factor determined in accordance with the provisions of sub-item (2) of this item and Cs is the criterion numeral determined in accordance with the provisions of sub-item (2) of this item. (7) In the case of a ship the length of which is less than 430 feet but not less than 260 feet and having a criterion numeral less than S, or in the case of a ship the length of which is less than 260 feet, the factor of subdivision shall be unity or such lower factor as the Authority determines. (8) In the case of a ship of any length which is intended to carry a number of passengers exceeding 12 but not exceeding [GRAPHIC]whichever is the lower, the factor of subdivision shall be determined in the manner provided in the last preceding sub-item. 6. Criterion of Service Numeral. (1) For a ship of given length the appropriate factor of subdivision shall be determined by the Criterion of Service Numeral (hereinafter called the Criterion Numeral) as given by whichever of the following formulae is applicable: when P1 is greater than P [GRAPHIC] and in all other cases [GRAPHIC]where Cs = the criterion numeral; M = the volume of the machinery space, with the addition thereto of the volume of any permanent oil-fuel bunkers which may be situated above the inner bottom and before or abaft the machinery space; P = the volume of the passenger spaces and crew spaces below the margin line; V = the volume of the ship below the margin line; N = number of passengers which the ship is intended to carry; and P1 = .6LN; but so that: (a) where the value of .6LN is greater than the sum of P and the whole volume of the passenger spaces above the margin line, the figure to be taken as P1 shall be that sum or .4LN, whichever is the greater; (b) values of Cs less than 23 shall be taken as 23; and (c) values of Cs greater than 123 shall be taken as 123. (2) For ships not having a continuous bulkhead deck the volumes are to be taken up to the actual margin lines used in determining the floodable lengths. 7. Special rules for subdivision. (1) Compartments exceeding the permissible length: (a) A compartment may exceed its permissible length provided that the combined length of each pair of adjacent compartments to which the compartment in question is common does not exceed either the floodable length or twice the permissible length, whichever is the less. (b) If one compartment of either of the pairs of adjacent compartments is situated inside the machinery space, and the other compartment of the pair is situated outside the machinery space, the combined length of the two compartments shall be adjusted in accordance with the mean average permeability of the two portions of the ship in which the compartments are situated. (c) Where the lengths of two adjacent compartments are governed by different factors of subdivision the combined length of the two compartments shall be determined proportionately. (d) Where in any portion of the ship watertight bulkheads are carried to a higher deck than in the remainder of the ship, separate margin lines may be used for calculating the floodable length of that portion of the ship if: (i) the two compartments adjacent to the resulting step in the bulkhead deck are each within the permissible length corresponding to their respective margin lines and, in addition, their combined length does not exceed twice the permissible length determined by reference to the lower margin line of such compartments; and (ii) the sides of the ship are extended throughout the ship's length to the deck corresponding to the uppermost margin line and all openings in the shell plating below that deck throughout the length of the ship comply with the requirements of Division 11 of Part II of these Regulations as if they were openings below the margin line. (2) Additional subdivision at forward end -- In ships 330 feet in length and upwards, a watertight bulkhead abaft the collision bulkhead shall be fitted at a distance from the forward perpendicular which is not greater than the permissible length appropriate to a compartment bounded by the forward perpendicular and the bulkhead. (3) Steps in bulkheads -- If a watertight bulkhead is stepped, it shall comply with one of the following conditions: (a) In ships having a factor of subdivision not greater than .9, the combined length of the two compartments separated by such bulkhead shall not exceed 90 per centum of the floodable length or twice the permissible length, whichever is the less. In ships having a factor of subdivision greater than .9, the combined length of the two compartments shall not exceed the permissible length. (b) Additional subdivision is provided in way of the step to maintain the same measure 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 3 inches below the step. (4) Recesses in bulkheads: A main transverse bulkhead may be recessed but, if any part of a recess lies outside 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 centre line at the level of the deepest subdivision load water-line, the whole of the recess shall be deemed to be a step in a bulkhead for the purposes of the last preceding sub-item. (5) Equivalent plane bulkheads: Where a watertight bulkhead is recessed or stepped an equivalent plane bulkhead shall be assumed in determining the subdivision. (6) Minimum spacing of bulkheads: If the distance between two adjacent watertight bulkheads, or their equivalent plane bulkheads, or the distance between transverse planes passing through the nearest stepped portions of the bulkheads, is less than .03L 10 feet, or 35 feet, whichever is the less, only one of those bulkheads shall be regarded as forming part of the subdivision of the ship. (7) Allowance for local subdivision: Where in any ship a main transverse watertight compartment contains local subdivision and the Authority or a person authorized by the Authority for the purposes of this item is satisfied that, after any assumed side damage extending over a length of .03L + 10 feet, or 35 feet, 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 effective buoyancy assumed on the undamaged side shall not be greater than that assumed on the damaged side. (8) Where the required factor of subdivision is .50 or less, the combined length of any two adjacent compartments shall not exceed the floodable length. NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - SECOND SCHEDULE Stability in damaged condition (regulation 16) 1. Calculations of stability in damaged condition. The sufficiency of intact stability of a ship shall be determined by calculation which has regard to the design and construction of the ship and the damaged compartments and is in accordance with the following assumptions: (a) The ship shall be assumed to be in the worst condition as regards stability which is likely to be experienced having regard to theintended service of the ship. (b) The volume permeabilities and surface permeabilities shall be assumed to be as follows: Spaces Permeability Appropriated to cargo, coal or stores 60 Appropriated to accommodation for passengers and crew 95 Appropriated to machinery 85 Appropriated to liquids 0 or 95, whichever results in the more onerous requirements. Higher surface permeabilities are to be assumed in respect of spaces which in the vicinity of the damage waterplane contain no substantial quantity of accommodation or machinery and spaces which are not generally occupied by any substantial quantity of cargo or stores. (c) The extent of damage shall be assumed to be as follows: (i) Longitudinal extent . . . 10 feet plus 3 per centum of the length of the ship, or 35 feet, whichever is the less, and where the required factor of subdivision is .33 or less the assumed longitudinal extent of damage shall be increased as necessary so as to include any two consecutive main transverse watertight bulkheads. (ii) Transverse extent . . . 20 per centum of the breadth of the ship (measured inboard from the ship's side at right angles to the centre line at the level of the deepest subdivision load waterline). (iii) Vertical extent . . . from the base line upwards without limit. (iv) If any damage of lesser extent than that indicated in the last three preceding subparagraphs would result in a more severe condition regarding heel or loss of metacentric height, that damage shall be assumed for the purpose of the calculation. (d) Where the ship is fitted with decks, inner skins or longitudinal bulkheads of sufficient tightness to restrict the flow of water, regard shall be had to such restrictions in the calculation. 2. Sufficiency of stability in damaged condition. The intact stability of the ship shall be deemed to be sufficient if the calculation referred to above shows that, after the assumed damage and after equalization measures have been taken in the case of unsymmetrical flooding, the final condition of the ship is as follows: (a) in the event of symmetrical flooding: there shall be a positive residual metacentric height of at least 2 inches as calculated by the constant displacement method; or (b) in the event of unsymmetrical flooding: (i) the heel does not exceed seven degrees; or (ii) in a special case, if the Minister so approves, the heel does not exceed fifteen degrees; and the margin line is not submerged. NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - THIRD SCHEDULE Construction of watertight bulkheads etc (regulation 22) Part I 1. Application. This part applies to Class I ships. 2. Strength and construction. (1) Every bulkhead and other portion of the internal surface structure forming part of the watertight subdivision of the ship shall be capable of supporting, with a proper margin of resistance, the pressure due to the maximum head of water which it might have to sustain in the event of damage to the ship, being a pressure at least equal to the pressure due to a head of water up to the margin line, that maximum head of water including any additional head of water estimated under Division 4 of Part II of these Regulations to result from flooding or heeling. (2) Every such bulkhead and portion shall be constructed of mild steel and, if of riveted construction, shall comply with the requirements of items 3 to 7 inclusive of this Schedule and, if of welded construction, shall not be of less strength, stiffness or efficiency than if it had been riveted and had complied with such requirements. 3. Bulkheads. (1) Every bulkhead required by these Regulations to be watertight shall be constructed with plating of thicknesses not less than those indicated in Table 1 of Part III of this Schedule. If a bulkhead is at the end of a stokehold space in a coal-burning ship, the lower part of the bulkhead plating to a height of at least 24 inches above the stokehold floor shall be at least .1 inch thicker than is required by that Table. If a bulkhead is at the end of a coal-bunker space, the lowest strake thereof shall be at least 36 inches high and .1 inch thicker than is required by that Table. In all other bulkheads the lowest strake shall be at least .04 inch thicker than is required by that Table and any limber plates shall be at least .1 inch thicker. (2) Every boundary angle shall be at least .1 inch thicker than the thickness required by that Table for the bulkhead plating to which it is attached. (3) Each watertight door shall be tested by water pressure to a head up to the bulkhead deck before the ship is put into service, either before or after the door is fitted. (4) Watertight decks, trunks, tunnels, duct keels and ventilators shall be of the same strength as the watertight bulkheads at corresponding heads and watertight ventilators and trunks shall be carried up to or higher than the bulkhead deck. The means used for making them watertight and the arrangements for closing openings in them shall be as determined by the Authority. After completion, a hose or flooding test shall be applied to watertight decks and a hose test shall be applied to watertight trunks, tunnels and ventilators. (5) (a) Except as provided in Table 3 of Part III of this Schedule, every such bulkhead shall be fitted with stiffeners which shall have brackets or lug end connexions. If stiffeners are spaced 30 inches apart, they shall comply with such of the specifications in Tables 2 and 3 of that Part as apply to them in the circumstances, but other forms of stiffeners may be used if they afford not less strength and stiffness than the stiffeners indicated in those Tables. If any stiffeners are spaced otherwise than 30 inches apart on such a bulkhead, their strength and stiffness shall be increased or decreased, as the case may be, in direct proportion to their distance apart. Stiffeners shall not be spaced more than 24 inches apart on a collision bulkhead, or more than 36 inches apart on any other bulkhead. (b) The lower end of each stiffener shall be attached to the shell plating, to the inner bottom plating or to horizontal plating which shall support it properly. (c) At each deck level which forms the top of a system of stiffeners plating shall be so provided as to ensure horizontal rigidity in the bulkhead. (d) In the case of bracketed hold stiffeners, the lower bracket or its connecting angle shall extend over the floor adjacent to the bulkhead and the upper bracket shall be connected to an angle which extends over the beam space, or other equally effective means shall be adopted for securing structural rigidity. (e) Where stiffeners are cut in way of watertight doors in the lower part of a bulkhead, the opening shall be properly framed and bracketed, and a tapered web plate or buttress, stiffened on its edge, shall be fitted at each side of the door from the base of the bulkhead to above the door opening. (f) All brackets, lugs and other end connexions for stiffeners shall comply with the requirements of Table 4 of Part III of this Schedule. (6) (a) The rivets in seams and connexions of plating and boundary bars of all watertight bulkheads shall be spaced not more than 41/2 diameters apart centre to centre, except in the case of the flange of a boundary angle, being the flange connected to the inner bottom plating, shell plating or deck plating, in which case they shall be spaced 5 diameters apart centre to centre. (b) Boundary angles fitted more than 35 feet below the bulkhead deck shall be double riveted in both flanges except on parts of a bulkhead within a double bottom, and the vertical connexion of plates so fitted shall be double riveted. (c) The rivets connecting stiffeners, being stiffeners having bracket end connexions, to bulkhead plating shall be spaced not more than 7 diameters apart centre to centre. Any other stiffener shall be connected to the bulkhead plating by rivets spaced not more than 4 diameters apart centre to centre for 15 per centum of the length of the stiffener at each end and not more than 7 diameters apart centre to centre elsewhere. (d) Where frames or beams pass through a bulkhead required by these Regulations to be watertight, the bulkhead shall be made watertight without the use of wood or cement. 4. Watertight decks, steps and flats. (1) The horizontal plating of decks, steps and flats required by these Regulations to be watertight shall be at least .04 inch thicker than that required for watertight bulkheads at corresponding levels. (2) The beams of such decks, steps and flats shall be of sizes indicated for stiffeners spaced 30 inches apart in Table 3 of Part III of this Schedule, but beams divided into portions which are bracketed at each end may be of the sizes indicated for such stiffeners in Table 2 of Part III of this Schedule. If any beams are spaced otherwise than 30 inches apart, their strength and stiffness shall be increased or decreased, as the case may be, in direct proportion to their distance apart. For the purposes of those Tables, the greatest distance between the points of support shall be deemed to be the length of the beam, except that, if a beam is bracketed, the length of the beam for the purposes of Table 3 shall be reduced by the width of the brackets. The distance from the bulkhead deck to the deck, step or flat concerned, minus half the length of the beam, shall be deemed to be the height for the purposes of those Tables. (3) Adequate supports for such beams shall be provided by bulkheads, or by girders pillared where necessary, and the rivet connexions of the pillars shall be sufficient to withstand the load due to water pressure. (4) Where frames pass through a deck, step or flat required by these Regulations to be watertight, such deck, step or flat shall be made watertight without the use of wood or cement. 5. Watertight recesses and trunkways. Every recess and truckway required by these Regulations to be watertight shall be so constructed as to provide strength and stiffness at all parts not less than that required for watertight bulkheads at a corresponding level. 6. Watertight tunnels. (1) Every tunnel required by these Regulations to be watertight shall be constructed with plating of thickness not less than those indicated in Table 1 of Part III of this Schedule. (2) Every such tunnel shall be fitted with stiffeners which, if spaced 36 inches apart, shall comply with such of the specifications in Table 5 of Part III of this Schedule as apply to them in the circumstances, except that other forms of stiffeners may be used if they afford not less strength and stiffness than the stiffeners indicated in that Table. If any stiffeners are spaced otherwise than 36 inches apart on such a tunnel their strength and stiffness shall be increased or decreased as the case may be in direct proportion to their distance apart. The feet of all stiffeners, however spaced, shall overlap the tunnel base angle, and shall be attached thereto. 7. Watertight inner skins, forepeaks and double bottoms. Every forepeak double bottom, duct keel and inner skin required by these Regulations to be watertight shall be capable of supporting, with a proper margin of resistance, the pressure due to the maximum head of water which it might have to sustain in the event of damage to the ship, being a pressure at least equal to the pressure due to a head of water up to the margin line. 8. Watertight tanks. Tanks which 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 loadline or to a head corresponding to two-thirds of the depth from the top of the 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 3 feet above the top of the tank. 9. Main watertight compartments. Every main watertight compartment shall, at the most advanced stage of the fitting out of the ship, be thoroughly inspected and tested for watertightness: (a) by filling the compartment with water; or (b) by a hose test. Part II 10. General. Subject to the modification set forth in this Part, Part I of this Schedule applies in relation to Class II ships in the same manner as it applies in relation to Class I ships. 11. Bulkheads etc. (1) Every riveted portion of the ship's internal structure required by these Regulations to be watertight shall be constructed as follows: (a) In ships not exceeding 150 feet in length -- in accordance with Tables 1A, 2A, 3A, 4 and 5A of Part III of this Schedule. (b) In ships 250 feet in length and upwards -- in accordance with Tables 1, 2, 3, 4 and 5 of Part III of this Schedule. (c) In ships between 150 feet and 250 feet in length -- in a manner determined by interpolation between the two foregoing standards. (2) Watertight bulkheads in ships not exceeding 150 feet in length may, if the stiffeners comply with the specifications in Table 3B of Part III of this Schedule, be fitted with stiffeners not having bracket or lug end connexions. Part III Table 1 (Items 3, 6 and 11 of this Schedule) *Thicknesses of bulkhead and tunnel plating Plating of collision bulkhead:Stiffeners spaced 24 inches apartplating of bulkheads (other than thecollision bulkhead) and flat platingof tunnels: Stiffeners spaced 30 inches apartcurved plating of tunnels:Stiffeners spaced 36 inches apart Plating of bulkheads (other than the collision bulkhead) and flat platingof tunnels:Stiffeners spaced 36 inches apart [dagger]Depth at middle linefrom bulkhead deckto lower edge ofplate in feet Thicknessin inches [dagger]Depth at middle linefrom bulkhead deck tolower edge of platein feet Thicknessin inches Above. . Not above8 .26 Above . . Not above 7 .28 8 12 .28 7 10.5 .30 12 16 .30 10.5 14 .32 16 20 .32 14 17.5 .34 20 24 .34 17.5 21 .36 24 28 .36 21 24.5 .38 28 32 .38 24.5 28 .40 32 36 .40 28 31.5 .42 36 40 .42 31.5 35 .44 40 44 .44 35 38.5 .46 44 48 .46 38.5 42 .48 48 52 .48 42 45.5 .50 52 56 .50 45.5 49 .52 56 60 .52 49 52.5 .54 52.5 56 .56 56 59.5 .58 *Note to Table 1: If the stiffeners are spaced otherwise than is specified above, the thicknesses of the plating shall be such as will result in a strength equivalent to that resulting from the thicknesses and spacings specified above. [dagger] If, by reason of the operation of item 2 (1) of this Schedule, any additional head of water is to be taken into consideration, the depth applicable shall be increased accordingly. Table 1A (Item 11 of this Schedule) *Thicknesses of bulkhead and tunnel plating Plating of collision bulkhead:Stiffeners spaced 24 inches apartplating of bulkheads (other than thecollision bulkhead) and flat platingof tunnels: Stiffeners spaced 30 inches apartcurved plating of tunnels:Stiffeners spaced 36 inches apart Plating of bulkheads (other than the collision bulkhead) and flat platingof tunnels:Stiffeners spaced 36 inches apart [dagger]Depth at middle linefrom bulkhead deckto lower edge ofplate in feet Thicknessin inches [dagger]Depth at middle linefrom bulkhead deck to lower edge of plate in feet Thicknessin inches Above . . Not above 7 .18 Above. . Not above 8 .22 7 9 .20 8 10 .24 9 11 .22 10 12 .26 11 14 .24 12 14 .28 14 16.5 .26 14 16 .30 16.5 19 .28 16 18 .32 19 22 .30 18 21 .34 22 25 .32 21 23 .36 . . . . . . 23 26 .38 25 28 .34 26 29 .40 28 31 .36 29 31.5 .42 *Note to Table 1A: If the stiffeners are spaced otherwise than is specified above, the thicknesses of the plating shall be such as will result in a strength equivalent to that resulting from the thicknesses and spacings specified above. [dagger] If, by reason of the operation of item 2 (1) of this Schedule, any additional head of water is to be taken into consideration, the depth applicable shall be increased accordingly. Table 2 (Items 3, 4 and 11 of this Schedule) *Sizes of bulkhead stiffeners spaced 30 inches apart and fitted with bracket end connections at top and bottom in accordance with Table 4 Overall length of stiffener, including end con-nexions, in feet [dagger]Height of bulkhead deck above top of stiffener, in feet 0 2 4 6 8 8 Angles 4 x 3 x .30 41/2 x 3 x .30 41/2 x 3 x .34 5 x 3 x .32 6 x 3 x .32 9 41/2 x 3 x .32 5 x 3 x .32 5 x 3 x .36 6 x 3 x .32 6 x 3 x .36 10 5 x 3 x .34 6 x 3 x .32 6 x 3 x .34 6 x 3 x .38 51/2 x 3 x .32 11 6 x 3 x .32 6 x 3 x .34 51/2 x 3 x .32 51/2 x 3 x .38 6 x 3 x .34 12 6 x 3 x .38 51/2 x 3 x .34 6 x 3 x .34 6 x 31/2 x .35 7 x 3 x .33 13 51/2 x 3 x .37 6 x 3 x .35 7 x 3 x .33 7 x 3 x .33 7 x 3 x .38 14 6 x 3 x .35 7 x 3 x .33 7 x 3 x .36 7 x 3 x .40 8 x 3 x .35 15 7 x 3 x .33 7 x 3 x .36 8 x 3 x .35 8 x 3 x .35 8 x 3 x .40 16 7 x 3 x .36 8 x 3 x .35 8 x 3 x .37 8 x 3 x .42 9 x 31/2 x .38 17 8 x 3 x .35 8 x 3 x .37 8 x 31/2 x .46 9 x 31/2 x .38 9 x 31/2 x .40 18 8 x 3 x .37 8 x 31/2 x .46 9 x 31/2 x .38 9 x 31/2 x .44 9 x 31/2 x .51 19 Bulb Angles 8 x 31/2 x .46 9 x 31/2 x .38 9 x 31/2 x .45 10 x 31/2 x .40 10 x 31/2 x .42 20 9 x 31/2 x .38 9 x 31/2 x .51 10 x 31/2 x .40 11 x 31/2 x .43 11 x 31/2 x .43 21 9 x 31/2 x .51 10 x 31/2 x .40 10 x 31/2 x .50 11 x 31/2 x .43 11 x 31/2 x .44 22 10 x 31/2 x .40 10 x 31/2 x .50 11 x 31/2 x .43 11 x 31/2 x .50 12 x 31/2 x 31/2 x [GRAPHIC] 23 10 x 31/2 x .50 11 x 31/2 x .43 11 x 31/2 x .50 12 x 31/2 x 31/2 x [GRAPHIC]12 x 31/2 x 31/2 x [GRAPHIC]24 11 x 31/2 x .43 11 x 31/2 x .50 12 x 31/2 x 31/2 x [GRAPHIC]12 x 31/2 x 31/2 x [GRAPHIC]12 x 31/2 x 31/2 x [GRAPHIC] Channels * See footnote * at end of Table 2. [dagger] See footnote [dagger] at end of Table 2. Table 2 -- continued *Sizes of bulkhead stiffeners spaced 30 inches apart and fitted with bracket end connexions at top and bottom in accordance with Table 4 Overall length of stiffener, including end con-nexions, in feet [dagger]Height of bulkhead deck above top of stiffener, in feet 10 12 14 16 8 Angles 6 x 3 x .32 6 x 3 x .34 6 x 3 x .36 51/2 x 3 x .32 9 6 x 3 x .38 51/2 x 3 x .32 51/2 x 3 x .37 6 x 3 x .34 10 Bulb Angless 6 x 3 x .34 6 x 3 x .35 6 x 31/2 x .35 7 x 3 x .33 11 7 x 3 x .33 7 x 3 x .33 7 x 3 x .34 7 x 3 x .38 12 7 x 3 x .36 7 x 3 x .38 8 x 3 x .35 8 x 3 x .35 13 8 x 3 x .35 8 x 3 x .35 8 x 3 x .37 8 x 3 x .42 14 8 x 3 x .37 8 x 3 x .42 8 x 31/2 x .46 9 x 31/2 x .38 15 8 x 31/2 x .46 9 x 31/2 x .38 9 x 31/2 x .38 9 x 31/2 x .45 16 9 x 31/2 x .38 9 x 31/2 x .44 9 x 31/2 x .51 10 x 31/2 x .40 17 9 x 31/2 x .51 10 x 31/2 x .40 10 x 31/2 x .42 11 x 31/2 x .43 18 10 x 31/2 x .40 10 x 31/2 x .50 11 x 31/2 x .43 11 x 31/2 x .44 19 11 x 31/2 x .43 11 x 31/2 x .43 11 x 31/2 x .52 12 x 31/2 x 31/2 x [GRAPHIC]20 11 x 31/2 x .43 11 x 31/2 x .52 12 x 31/2 x 31/2 x [GRAPHIC]12 x 31/2 x 31/2 x [GRAPHIC]21 11 x 31/2 x .54 12 x 31/2 x 31/2 x [GRAPHIC]12 x 31/2 x 31/2 x [GRAPHIC]12 x 31/2 x 31/2 x [GRAPHIC]22 Channels 12 x 31/2 x 31/2 x [GRAPHIC]12 x 31/2 x 31/2 x [GRAPHIC]12 x 4 x 4 x [GRAPHIC]12 x 4 x 4 x [GRAPHIC]23 12 x 31/2 x 31/2 x [GRAPHIC]12 x 4 x 4 x [GRAPHIC]12 x 4 x 4 x [GRAPHIC]12 x 4 x 4 x [GRAPHIC]24 12 x 4 x 4 x [GRAPHIC]12 x 4 x 4 x [GRAPHIC]12 x 4 x 4 x [GRAPHIC]15 x 4 x 4 x [GRAPHIC] See footnote * at end of Table 2. [dagger] See footnote [dagger] at end of Table 2. Table 2 -- continued *Sizes of bulkhead stiffeners spaced 30 inches apart and fitted with bracket end connexions at top and bottom in accordance with Table 4 Overall length of stiffener, including end con-nexions, in feet [dagger]Height of bulkhead deck above top of stiffener, in feet 18 20 22 24 8 Bulb Angles Bulb AnglesChannels 51/2 x 3 x .32 51/2 x 3 x .37 6 x 3 x .34 6 x 3 x .35 9 6 x 3 x .35 7 x 3 x .33 7 x 3 x .33 7 x 3 x .33 10 7 x 3 x .33 7 x 3 x .36 7 x 3 x .40 8 x 3 x .35 11 8 x 3 x .35 8 x 3 x .35 8 x 3 x .37 8 x 3 x .37 12 8 x 3 x .37 8 x 3 x .40 8 x 31/2 x .46 9 x 31/2 x .38 13 8 x 31/2 x .46 9 x 31/2 x .38 9 x 31/2 x .38 9 x 31/2 x .44 14 9 x 31/2 x .38 9 x 31/2 x .51 9 x 31/2 x .51 10 x 31/2 x .40 15 9 x 31/2 x .51 10 x 31/2 x .40 10 x 31/2 x .50 11 x 31/2 x .43 16 10 x 31/2 x .50 11 x 31/2 x .43 11 x 31/2 x .43 11 x 31/2 x .44 17 11 x 31/2 x .43 11 x 31/2 x .52 11 x 31/2 x .52 12 x 31/2 x 31/2 x [GRAPHIC]18 11 x 31/2 x .52 12 x 31/2 x 31/2 x [GRAPHIC]12 x 31/2 x 31/2 x [GRAPHIC]12 x 31/2 x 31/2 x [GRAPHIC]19 Channels 12 x 31/2 x 31/2 x [GRAPHIC]12 x 31/2 x 31/2 x [GRAPHIC]12 x 31/2 x 31/2 x [GRAPHIC]12 x 4 x 4 x [GRAPHIC]20 12 x 31/2 x 31/2 x [GRAPHIC]12 x 4 x 4 x [GRAPHIC]12 x 4 x 4 x [GRAPHIC]12 x 4 x 4 x [GRAPHIC]21 12 x 4 x 4 x [GRAPHIC]12 x 4 x 4 x [GRAPHIC]12 x 4 x 4 x [GRAPHIC]12 x 4 x 4 x [GRAPHIC]22 12 x 4 x 4 x [GRAPHIC]12 x 4 x 4 x [GRAPHIC]15 x 4 x 4 x [GRAPHIC]15 x 4 x 4 x [GRAPHIC]23 15 x 4 x 4 x [GRAPHIC]15 x 4 x 4 x [GRAPHIC]15 x 4 x 4 x [GRAPHIC]15 x 4 x 4 x [GRAPHIC]24 15 x 4 x 4 x [GRAPHIC]15 x 4 x 4 x [GRAPHIC] * See footnote * at end of Table 2. [dagger] See footnote [dagger] at end of Table 2. Table 2 -- continued *Sizes of bulkhead stiffeners spaced 30 inches apart and fitted with bracket end connexions at top and bottom in accordance with Table 4 Overall length of stiffener, including end con-nexions, in feet [dagger]Height of bulkhead deck above top of stiffener, in feet 26 28 30 32 8 Bulb Angles 6 x 3 x .39 7 x 3 x .33 7 x 3 x .33 7 x 3 x .33 9 7 x 3 x .36 7 x 3 x .40 8 x 3 x .35 8 x 3 x .35 10 8 x 3 x .35 8 x 3 x .35 8 x 3 x .37 8 x 3 x .40 11 8 x 3 x .42 8 x 31/2 x .46 9 x 31/2 x .38 9 x 31/2 x .38 12 9 x 31/2 x .38 9 x 31/2 x .38 9 x 31/2 x .45 9 x 31/2 x .51 13 9 x 31/2 x .51 10 x 31/2 x .40 10 x 31/2 x .40 10 x 31/2 x .42 14 10 x 31/2 x .42 10 x 31/2 x .50 11 x 31/2 x .43 11 x 31/2 x .43 15 11 x 31/2 x .43 11 x 31/2 x .44 11 x 31/2 x .50 11 x 31/2 x .54 16 11 x 31/2 x .52 12 x 31/2 x 31/2 x [GRAPHIC]12 x 31/2 x 31/2 x [GRAPHIC]12 x 31/2 x 31/2 x [GRAPHIC]17 12 x 31/2 x 31/2 x [GRAPHIC]12 x 31/2 x 31/2 x [GRAPHIC]12 x 31/2 x 31/2 x [GRAPHIC]12 x 31/2 x 31/2 x [GRAPHIC]18 12 x 31/2 x 31/2 x [GRAPHIC]12 x 4 x 4 x [GRAPHIC]12 x 4 x 4 x [GRAPHIC]12 x 4 x 4 x [GRAPHIC]19 Channels 12 x 4 x 4 x [GRAPHIC]12 x 4 x 4 x [GRAPHIC]12 x 4 x 4 x [GRAPHIC]12 x 4 x 4 x [GRAPHIC]20 12 x 4 x 4 x [GRAPHIC]12 x 4 x 4 x [GRAPHIC]15 x 4 x 4 x [GRAPHIC]15 x 4 x 4 x [GRAPHIC]21 15 x 4 x 4 x [GRAPHIC]15 x 4 x 4 x [GRAPHIC]15 x 4 x 4 x [GRAPHIC]15 x 4 x 4 x [GRAPHIC]22 15 x 4 x 4 x [GRAPHIC]15 x 4 x 4 x [GRAPHIC] 23 24 * See footnote * at end of Table 2. [dagger] See footnote [dagger] at end of Table 2. Table 2 -- continued *Sizes of bulkhead stiffeners spaced 30 inches apart and fitted with bracket end connexions at top and bottom in accordance with Table 4 Overall length of stiffener, including end con-nexions, in feet [dagger]Height of bulkhead deck above top of stiffener, in feet 34 36 38 40 8 Bulb Angles bAnglesChannels 7 x 3 x .36 7 x 3 x .36 7 x 3 x .40 8 x 3 x .35 9 8 x 3 x .35 8 x 3 x .37 8 x 3 x .37 8 x 3 x .40 10 8 x 31/2 x .44 8 x 31/2 x .46 9 x 31/2 x .38 9 x 31/2 x .38 11 9 x 31/2 x .38 9 x 31/2 x .44 9 x 31/2 x .45 9 x 31/2 x .51 12 9 x 31/2 x .51 10 x 31/2 x .40 10 x 31/2 x .40 10 x 31/2 x .50 13 10 x 31/2 x .50 11 x 31/2 x .43 11 x 31/2 x .43 11 x 31/2 x .43 14 11 x 31/2 x .44 11 x 31/2 x .50 11 x 31/2 x .54 12 x 31/2 x 31/2 x [GRAPHIC]15 Channels 12 x 31/2 x 31/2 x [GRAPHIC]12 x 31/2 x 31/2 x [GRAPHIC]12 x 31/2 x 31/2 x [GRAPHIC]12 x 31/2 x 31/2 x [GRAPHIC]16 12 x 31/2 x 31/2 x [GRAPHIC]12 x 31/2 x 31/2 x [GRAPHIC]12 x 4 x 4 x [GRAPHIC]12 x 4 x 4 x [GRAPHIC]17 12 x 4 x 4 xx [GRAPHIC]12 x 4 x 4 x [GRAPHIC]12 x 4 x 4 x [GRAPHIC]12 x 4 x 4 x [GRAPHIC]18 12 x 4 x 4 x [GRAPHIC]12 x 4 x 4 x [GRAPHIC]12 x 4 x 4 x [GRAPHIC]15 x 4 x 4 x [GRAPHIC]19 15 x 4 x 4 x [GRAPHIC]15 x 4 x 4 x [GRAPHIC]15 x 4 x 4 x [GRAPHIC]15 x 4 x 4 x [GRAPHIC]20 15 x 4 x 4 x [GRAPHIC]15 x 4 x 4 x [GRAPHIC] 21 22 23 24 * Notes to Table 2: 1. The sizes of stiffeners are specified in inches. 2. Sizes for intermediate lengths of stiffeners and heights of bulkhead deck shall be determined by interpolation. 3. In the case of Channel Sections, the lower thickness is that of the web and the upper thickness that of the flange. 4. The above stiffeners shall comply with approved specifications. [dagger] If, by reason of the operation of item 2 (1) of this Schedule, any additional head of water is to be taken into consideration, the height applicable shall be increased accordingly. Table 2A (Items 3, 4 and 11 of this Schedule) *Sizes of bulkhead stiffeners spaced 30 inches apart and fitted with bracket end connexions at top and bottom in accordance with Table 4 Overall length of stiffener, including end connexions in feet [dagger]Height of bulkhead deck above top of stiffener, in feet 0 2 4 6 8 10 12 14 16 18 6 Angles 4 x 21/2 x .25 4 x 21/2 x .26 4 x 3 x .30 4 x 3 x .34 41/2 x 3 x .30 41/2 x 3 x .32 7 41/2 x 21/2 x .28 41/2 x 3 x .30 41/2 x 3 x .32 5 x 3 x .30 5 x 3 x .34 5 x 3 x .36 8 3 x 21/2 x .24 31/2 x 21/2 x .26 4 x 21/2 x .28 41/2 x 3 x .30 5 x 3 x .30 6 x 3 x .32 6 x 3 x .32 6 x 3 x .32 5 x 21/2 x .34 5 x 21/2 x .34 9 31/2 x 21/2 x .26 4 x 21/2 x .28 41/2 x 3 x .30 5 x 3 x .30 6 x 3 x .32 6 x 3 x .32 5 x 21/2 x .34 5 x 21/2 x .36 51/2 x 3 x .32 51/2 x 3 x .34 10 4 x 21/2 x .28 41/2 x 3 x .30 5 x 3 x .32 6 x 3 x .32 5 x 21/2 x .34 5 x 21/2 x 36 51/2 x 3 x .34 51/2 x 3 x .37 6 x 3 x .34 6 x 3 x .35 11 41/2 x 3 x .30 5 x 3 x .32 6 x 3 x .32 5 x 21/2 x .34 51/2 x 3 x .32 51/2 x 3 x .34 6 x 3 x .34 7 x 3 x .33 7 x 3 x .33 7 x 3 x .36 12 5 x 3 x .32 6 x 3 x .32 5 x 21/2 x .34 51/2 x 3 x .32 6 x 3 x .34 6 x 3 x .35 7 x 3 x .33 7 x 3 x .36 7 x 3 x .36 8 x 3 x .35 13 6 x 3 x .32 5 x 21/2 x .34 51/2 x 3 x .32 6 x 3 x .34 7 x 3 x .33 7 x 3 x .33 7 x 3 x .36 8 x 3 x .35 8 x 3 x .35 Table 2A -- continued *Sizes of bulkhead stiffeners spaced 30 inches apart and fitted with bracket end connexions at top and bottom in accordance with Table 4 Overall length of stiffener, including end connexions in feet [dagger]Height of bulkhead deck above top of stiffener, in feet 0 2 4 6 8 10 12 14 16 18 14 Bulb Angles 5 x 21/2 x .34 51/2 x 3 x .32 6 x 3 x .34 7 x 3 x .33 7 x 3 x .36 7 x 3 x .38 8 x 3 x .35 8 x 3 x .37 8 x 3 x .37 15 51/2 x 3 .32 6 x 3 x .34 7 x 3 x .33 7 x 3 x .36 7 x 3 x .40 8 x 3 x .35 8 x 3 x .37 8 x 31/2 x .46 16 6 x 3 x.34 7 x 3 x .33 7 x 3 x .36 8 x 3 x .35 8 x 3 x .37 8 x 3 x .37 8 x 31/2 x .46 9 x 31/2 x .38 17 7 x 3 x .33 7 x 3 x .36 8 x 3 x .35 8 x 3 x .37 8 x 31/2 x .46 9 x 31/2 x .38 9 x 31/2 x .38 18 7 x 3 x .36 8 x 3 x .35 8 x 3 x .37 8 x 31/2 x .46 9 x 31/2 x .38 9 x 31/2 x .38 9 x 31/2 x .51 19 8 x 3 x .35 8 x 3 x .37 8 x 31/2 x .46 9 x 31/2 x .38 9 x 31/2 x .40 9 x 31/2 x .51 20 8 x 3 x .37 8 x 31/2 x .46 9 x 31/2 x .38 9 x 31/2 x .40 9 x 31/2 x .51 10 x 31/2 x .40 *Notes to Table 2A: 1. The sizes of stiffeners are specified in inches. 2. Sizes for intermediate lengths of stiffeners and heights of bulkhead deck shall be determined by interpolation. 3. The above stiffeners shall comply with approved specifications. [dagger] If, by reason of the operation of item 2 (1) of this Schedule, any additional head of water is to be taken into consideration, the height applicable shall be increased accordingly. Table 3 (Items 3, 4 and 11 of this Schedule) *Sizes of bulkhead stiffeners spaced 30 inches apart and fitted with lug end connexions at top and bottom in accordance with Table 4 Overall length of stiffener, including end con-nexions, in feet [dagger]Height of bulkhead deck above top of stiffener, in feet 0 2 4 6 8 8 Angles [daggerdbl]41/2 x 3 x .34 5 x 3 x .36 6 x 3 x .32 6 x 3 x .38 51/2 x 3 x .34 9 [daggerdbl]6 x 3 x .32 6 x 3 x .32 51/2 x 3 x .34 51/2 x 3 x .38 6 x 3 x .34 10 [daggerdbl]6 x 3 x .38 51/2 x 3 x .37 6 x 3 x .34 7 x 3 x .33 7 x 3 x .33 11 Bulb Angles 51/2 x 3 x .38 6 x 31/2 x .35 7 x 3 x .33 7 x 3 x .36 7 x 3 x .40 12 6 x 3 x .39 7 x 3 x .33 7 x 3 x .38 8 x 3 x .35 8 x 3 x .35 13 7 x 3 x .33 7 x 3 x .40 8 x 3 x .35 8 x 3 x .40 8 x 31/2 x .46 14 7 x 3 x .41 8 x 3 x .35 8 x 31/2 x .46 9 x 31/2 x .38 9 x 31/2 x .40 15 8 x 3 x .35 8 x 3 x .47 9 x 31/2 x .38 9 x 31/2 x .45 10 x 31/2 x .40 16 8 x 31/2 x .46 9 x 31/2 x .38 9 x 31/2 x .51 10 x 31/2 x .40 10 x 31/2 x .48 17 9 x 31/2 x .40 9 x 31/2 x .51 10 x 31/2 x .42 11 x 31/2 x .43 11 x 31/2 x .43 18 9 x 31/2 x .51 10 x 31/2 x .45 11 x 31/2 x .43 11 x 31/2 x .44 11 x 31/2 x .56 19 10 x 31/2 x .42 11 x 31/2 x .43 11 x 31/2 x .45 12 x 31/2 x 31/2 x [GRAPHIC]12 x 31/2 x 31/2 x [GRAPHIC]20 11 x 31/2 x .43 11 x 31/2 x .48 12 x 31/2 x 31/2 x [GRAPHIC]12 x 31/2 x 31/2 x [GRAPHIC]12 x 31/2 x 31/2 x [GRAPHIC]21 11 x 31/2 x .48 12 x 31/2 x 31/2 x [GRAPHIC]12 x 31/2 x 31/2 x [GRAPHIC]12 x 4 x 4 x [GRAPHIC]12 x 4 x 4 x [GRAPHIC]22 Channels 12 x 31/2 x 31/2 x [GRAPHIC]12 x 31/2 x 31/2 x [GRAPHIC]12 x 4 x 4 x [GRAPHIC]12 x 4 x 4 x [GRAPHIC]12 x 4 x 4 x [GRAPHIC] 23 12 x 31/2 x 31/2 x [GRAPHIC]12 x 4 x 4 x [GRAPHIC]12 x 4 x 4 x [GRAPHIC]12 x 4 x 4 x [GRAPHIC]15 x 4 x 4 x [GRAPHIC]24 12 x 4 x 4 x [GRAPHIC]12 x 4 x 4 x [GRAPHIC]12 x 4 x 4 x [GRAPHIC]15 x 4 x 4 x [GRAPHIC]15 x 4 x 4 x [GRAPHIC] Channels * See footnote * at end of Table 3. [dagger] See footnote [dagger] at end of Table 3. [daggerdbl] See footnote [daggerdbl] at end of Table 3. Table 3 -- continued *Sizes of bulkhead stiffeners spaced 30 inches apart and fitted with lug end connexions at top and bottom in accordance with Table 4 Overall length of stiffener, including end con-nexions, in feet [dagger]Height of bulkhead deck above top of stiffener, in feet 10 12 14 16 8 Bulb Angles Bulb AnglesChannels 51/2 x 3 x .38 6 x 3 x .34 6 x 3 x .40 7 x 3 x .33 9 6 x 3 x .39 7 x 3 x .33 7 x 3 x .36 7 x 3 x .36 10 7 x 3 x .36 7 x 3 x .40 8 x 3 x .35 8 x 3 x .35 11 8 x 3 x .35 8 x 3 x .37 8 x 3 x .42 8 x 31/2 x .46 12 8 x 3 x .42 9 x 31/2 x .38 9 x 31/2 x .38 9 x 31/2 x .40 13 9 x 31/2 x .38 9 x 31/2 x .44 9 x 31/2 x .51 10 x 31/2 x .40 14 9 x 31/2 x .51 10 x 31/2 x .40 10 x 31/2 x .45 11 x 31/2 x .43 15 10 x 31/2 x .42 10 x 31/2 x .50 11 x 31/2 x .43 11 x 31/2 x .45 16 11 x 31/2 x .43 11 x 31/2 x .44 11 x 31/2 x .45 12 x 31/2 x 31/2 x [GRAPHIC]17 11 x 31/2 x .48 11 x 31/2 x .56 12 x 31/2 x 31/2 x [GRAPHIC]12 x 31/2 x 31/2 x [GRAPHIC]18 12 x 31/2 x 31/2 x [GRAPHIC]12 x 31/2 x 31/2 x [GRAPHIC]12 x 4 x 4 x [GRAPHIC]12 x 4 x 4 x [GRAPHIC]19 Channels 12 x 31/2 x 31/2 x [GRAPHIC]12 x 4 x 4 x [GRAPHIC]12 x 4 x 4 x [GRAPHIC]12 x 4 x 4 x [GRAPHIC]20 12 x 4 x 4 x [GRAPHIC]12 x 4 x 4 x [GRAPHIC]12 x 4 x 4 x [GRAPHIC]15 x 4 x 4 x [GRAPHIC]21 12 x 4 x 4 x [GRAPHIC]15 x 4 x 4 x [GRAPHIC]15 x 4 x 4 x [GRAPHIC]15 x 4 x 4 x [GRAPHIC]22 15 x 4 x 4 x [GRAPHIC]15 x 4 x 4 x [GRAPHIC] 23 15 x 4 x 4 x [GRAPHIC] 24 * See footnote * at end of Table 3. [dagger] See footnote [dagger] at end of Table 3. Table 3 -- continued *Sizes of bulkhead stiffeners spaced 30 inches apart and fitted with lug end connexions at top and bottom in accordance with Table 4 Overall length of stiffener, including end con-nexions, in feet [dagger]Height of bulkhead deck above top of stiffener, in feet 18 20 22 24 8 Bulb Angles 7 x 3 x .33 7 x 3 x .36 7 x 3 x .38 7 x 3 x .41 9 7 x 3 x .46 8 x 3 x .35 8 x 3 x .37 8 x 3 x .40 10 8 x 3 x .40 8 x 31/2 x .46 9 x 31/2 x .38 9 x 31/2 x .38 11 9 x 31/2 x .38 9 x 31/2 .40 9 x 31/2 x .45 9 x 31/2 x .51 12 9 x 31/2 x .51 10 x 31/2 x .40 10 x 31/2 x .42 10 x 31/2 x .46 13 10 x 31/2 x .45 11 x 31/2 x .43 11 x 31/2 x .43 11 x 31/2 x .44 14 11 x 31/2 x .43 11 x 31/2 x .45 11 x 31/2 x .55 12 x 31/2 x 31/2 x [GRAPHIC]15 11 x 31/2 x .56 12 x 31/2 x 31/2 x [GRAPHIC]12 x 31/2 x 31/2 x [GRAPHIC]12 x 31/2 x 31/2 x [GRAPHIC]16 Channels 12 x 31/2 x 31/2 x [GRAPHIC]12 x 31/2 x 31/2 x [GRAPHIC]12 x 4 x 4 x [GRAPHIC]12 x 4 x 4 x [GRAPHIC]17 12 x 4 x 4 x [GRAPHIC]12 x 4 x 4 x [GRAPHIC]12 x 4 x 4 x [GRAPHIC]12 x 4 x 4 x [GRAPHIC]18 12 x 4 x 4 x [GRAPHIC]12 x 4 x 4 x [GRAPHIC]15 x 4 x 4 x [GRAPHIC]15 x 4 x 4 x [GRAPHIC]19 15 x 4 x 4 x [GRAPHIC]15 x 4 x 4 x [GRAPHIC]15 x 4 x 4 x [GRAPHIC] 20 15 x 4 x 4 x [GRAPHIC]15 x 4 x 4 x [GRAPHIC] 21 22 23 24 * See footnote * at end of Table 3. [dagger] See footnote [dagger] at end of Table 3. Table 3 -- continued *Sizes of bulkhead stiffeners spaced 30 inches apart and fitted with lug end connexions at top and bottom in accordance with Table 4 Overall length of stiffener, including end con-nexions, in feet [dagger]Height of bulkhead deck above top of stiffener, in feet 26 28 30 32 8 Bulb Angles 8 x 3 x .35 8 x 3 x .35 8 x 3 x .37 8 x 3 x .40 9 8 x 31/2 x .46 9 x 31/2 x .38 9 x 31/2 x .38 9 x 31/2 x .38 10 9 x 31/2 x .40 9 x 31/2 x .45 9 x 31/2 x .51 10 x 31/2 x .40 11 10 x 31/2 x .40 10 x 31/2 x .42 10 x 31/2 x .50 11 x 31/2 x .43 12 10 x 31/2 x .50 11 x 31/2 x .43 11 x 31/2 x .45 11 x 31/2 x .52 13 11 x 31/2 x .52 11 x 31/2 x .55 12 x 31/2 x 31/2 x [GRAPHIC]12 x 31/2 x 31/2 x [GRAPHIC]14 Channels 12 x 31/2 x 31/2 x [GRAPHIC]12 x 31/2 x 31/2 x [GRAPHIC]12 x 31/2 x 31/2 x [GRAPHIC]12 x 4 x 4 x [GRAPHIC]15 12 x 4 x 4 x [GRAPHIC]12 x 4 x 4 x [GRAPHIC]12 x 4 x 4 x [GRAPHIC]12 x 4 x 4 x [GRAPHIC]16 12 x 4 x 4 x [GRAPHIC]12 x 4 x 4 x [GRAPHIC]15 x 4 x 4 x [GRAPHIC]15 x 4 x 4 x [GRAPHIC]17 15 x 4 x 4 x [GRAPHIC]15 x 4 x 4 x [GRAPHIC]15 x 4 x 4 x [GRAPHIC]15 x 4 x 4 x [GRAPHIC]18 15 x 4 x 4 x [GRAPHIC]15 x 4 x 4 x [GRAPHIC] 19 20 21 22 23 24 * See footnote * at end of Table 3. [dagger] See footnote [dagger] at end of Table 3. Table 3 -- continued *Sizes of bulkhead stiffeners spaced 30 inches apart and fitted with lug end connexions at top and bottom in accordance with Table 4 Overall length of stiffener, including end con-nexions, in feet [dagger]Height of bulkhead deck above top of stiffener, in feet 34 36 38 40 8 Bulb Angles Bulb AnglesChannels 8 x 3 x .44 9 x 31/2 x .38 9 x 31/2 x .38 9 x 31/2 x .38 9 9 x 31/2 x .40 9 x 31/2 x .45 9 x 31/2 x .51 10 x 31/2 x .40 10 10 x 31/2 x .40 10 x 31/2 x .42 10 x 31/2 x .50 11 x 31/2 x .43 11 11 x 31/2 x .43 11 x 31/2 x .43 11 x 31/2 x .45 11 x 31/2 x .52 12 11 x 31/2 x .55 12 x 31/2 x 31/2 x [GRAPHIC]12 x 31/2 x 31/2 x [GRAPHIC]12 x 31/2 x 31/2 x [GRAPHIC]13 Channels 12 x 31/2 x 31/2 x [GRAPHIC]12 x 31/2 x 31/2 x [GRAPHIC]12 x 31/2 x 31/2 x [GRAPHIC]12 x 4 x 4 x [GRAPHIC]14 12 x 4 x 4 x [GRAPHIC]12 x 4 x 4 x [GRAPHIC]12 x 4 x 4 x [GRAPHIC]12 x 4 x 4 x [GRAPHIC]15 12 x 4 x 4 x [GRAPHIC]15 x 4 x 4 x [GRAPHIC]15 x 4 x 4 x [GRAPHIC]15 x 4 x 4 x [GRAPHIC]16 15 x 4 x 4 xx [GRAPHIC]15 x 4 x 4 x [GRAPHIC]15 x 4 x 4 x [GRAPHIC] 17 18 19 20 21 22 23 24 *Notes to Table 3: 1. The sizes of stiffeners are specified in inches. 2. Sizes for intermediate lengths of stiffeners and heights of bulkhead deck shall be determined by interpolation. 3. In the case of Channel Sections the lower thickness is that of the web and the upper thickness that of the flange. 4. The above stiffeners shall comply with approved specifications. [dagger] If, by reason of the operation of item 2 (1) of this Schedule, any additional head of water is to be taken into consideration, the height applicable shall be increased accordingly. [daggerdbl] The ends of upper 'tween-deck stiffeners marked [daggerdbl] may be riveted to boundary bars only without lug end connexions. Table 3A (Item 11 of this Schedule) *Sizes of bulkhead stiffeners spaced 30 inches apart and fitted with lug end connexions at top and bottom in accordance with Table 4 Overall length of stiffener, including end connexions, in feet [dagger]Height of bulkhead deck above top of stiffener, in feet 0 2 4 6 8 10 12 14 16 18 8 Angles 6 x 3 x .32 6 x 3 x .38 51/2 x 3 x .32 51/2 x 3 x 35 6 x 3 x .34 6 x 31/2 x .35 9 5 x 3 x .32 6 x 3 x .32 6 x 3 x .36 51/2 x 3 x .32 51/2 x 3 x .37 6 x 3 x .34 7 x 3 x .33 7 x 3 x .33 7 x 3 x .36 10 5 x 3 x .30 6 x 3 x .32 6 x 3 x .38 51/2 x 3 x .34 6 x 31/2 x .35 7 x 3 x .33 7 x 3 x .33 7 x 3 x .36 7 x 3 x .41 8 x 3 x .35 11 6 x 3 x .32 51/2 x 3 x .32 51/2 x 3 x .38 6 x 31/2 x .35 7 x 3 x .33 7 x 3 x .36 7 x 3 x .41 8 x 3 x .35 8 x 3 x .37 8 x 3 x .42 12 6 x 3 x .36 6 x 3 x .34 6 x 3 x .39 7 x 3 x .33 7 x 3 x .40 8 x 3 x .35 8 x 3 x .35 8 x 3 x .42 9 x 31/2 x .38 9 x 31/2 x .38 13 Bulb Angles 6 x 3 x .34 7 x 3 x .33 7 x 3 x .33 7 x 3 x .41 8 x 3 x .35 8 x 3 x .40 8 x 31/2 x .46 9 x 31/2 x .38 9 x 31/2 x .44 14 7 x 3 x .33 7 x 3 x .36 8 x 3 x .35 8 x 3 x .37 8 x 31/2 x .46 9 x 31/2 x .38 9 x 31/2 x .40 9 x 31/2 x .51 10 x 31/2 x .40 15 7 x 3 x .33 8 x 3 x .35 8 x 3 x .37 8 x 31/2 x .46 9 x 31/2 x .38 9 x 31/2 x .51 10 x 31/2 x .40 10 x 31/2 x .42 16 7 x 3 x .40 8 x 3 x .37 8 x 31/2 x .46 9 x 31/2 x .38 9 x 31/2 x .51 10 x 31/2 x .40 10 x 31/2 x .50 11 x 31/2 x .43 17 8 x 3 x .35 8 x 31/2 x .46 9 x 31/2 x .38 9 x 31/2 x .51 10 x 31/2 x .40 11 x 31/2 x .43 11 x 31/2 x .43 18 8 x 31/2 x .46 9 x 31/2 x .38 9 x 31/2 x .51 10 x 31/2 x .42 11 x 31/2 x .43 11 x 31/2 x .45 12 x 31/2 x 31/2 x [GRAPHIC] 19 9 x 31/2 x .38 9 x 31/2 x .51 10 x 31/2 x .42 11 x 31/2 x .43 11 x 31/2 x .48 12 x 31/2 x 31/2 x [GRAPHIC] 20 9 x 31/2 x .51 10 x 31/2 x .42 11 x 31/2 x .43 11 x 31/2 x .48 12 x 31/2 x 31/2 x [GRAPHIC]12 x 31/2 x 31/2 x [GRAPHIC] Channels *Notes to Table 3A: 1. The sizes of stiffeners are specified in inches. 2. Sizes for intermediate lengths of stiffeners and heights of bulkhead deck shall be determined by interpolation. 3. In the case of Channel Sections the lower thickness is that of the web and the upper thickness that of the flange. 4. The above stiffeners shall comply with approved specifications. [dagger] If, by reason of the operation of item 2 (1) of this Schedule, any additional head of water is to be taken into consideration, the height applicable shall be increased accordingly. Table 3B (Item 11 of this Schedule) *Sizes of bulkhead stiffeners spaced 30 inches apart and fitted with bracket or lug end connexions Overall length of stiffener, including end connexions, in feet [dagger]Height of bulkhead deck above top of stiffener, in feet 0 2 4 6 8 10 12 14 16 18 6 Angles 3. x 21/2 x .23 31/2 x 21/2 x .26 4 x 21/2 x .28 4 x 3 x .32 41/2 x 3 x .32 5 x 3 x .32 6 x 3 x .32 6 x 3 x .32 6 x 3 x .34 6 x 3 x .38 7 31/2 x 21/2 x .25 4 x 21/2 x .28 41/2 x 3 x 30 5 x 3 x .32 6 x 3 x .32 6 x 3 x .32 6 x 3 x .38 51/2 x 3 x .32 51/2 x 3 x .34 6 x 3 x .34 8 4 x 21/2 x .25 41/2 x 3 x .30 5 x 3 x .34 6 x 3 x .32 6 x 3 x .38 51/2 x 3 x .32 6 x 3 x .34 6 x 3 x .35 7 x 3 x .33 7 x 3 x .33 9 41/2 x 3 x .30 6 x 3 x .32 6 x 3 x .34 51/2 x 3 x .32 6 x 3 x .34 6 x 31/2 x .35 7 x 3 x .33 7 x 3 x .36 7 x 3 x .38 8 x 3 x .35 10 6 x 3 x .32 6 x 3 x .34 51/2 x 3 x .32 6 x 3 x .34 7 x 3 x .33 7 x 3 x .36 7 x 3 x .38 8 x 3 x .35 8 x 3 x .35 8 x 3 x .37 11 6 x 3 x .32 51/2 x 3 x .32 6 x 3 x .35 7 x 3 x .33 7 x 3 x .36 8 x 3 x .35 8 x 3 x .35 8 x 3 x .40 8 x 31/2 x .46 9 x 31/2 x .38 12 Bulb Angles 51/2 x 3 x .32 6 x 3 x .35 7 x 3 x .33 7 x 3 x .40 8 x 3 x . 35 8 x 3 x .37 8 x 3 x .40 9 x 31/2 x .38 9 x 31/2 x .40 9 x 31/2 x .51 13 6 x 3 x .34 7 x 3 x .33 7 x 3 x .40 8 x 3 x .35 8 x 3 x .42 9 x 31/2 x .38 9 x 31/2 x .38 9 x 31/2 x .40 10 x 31/2 x .40 14 7 x 3 x .33 7 x 3 x .40 8 x 3 x .37 8 x 31/2 x .46 9 x 31/2 x .38 9 x 31/2 x .45 10 x 31/2 x .40 10 x 31/2 x .42 10 x 31/2 x .50 15 7 x 3 x .38 8 x 3 x .37 8 x 31/2 x .44 9 x 31/2 x .38 9 x 31/2 x .51 10 x 31/2 x .40 10 x 31/2 x .50 11 x 31/2 x .43 16 8 x 3 x .35 8 x 31/2 x .46 9 x 31/2 x .38 9 x 31/2 x .51 10 x 31/2 x .40 11 x 31/2 x .43 11 x 31/2 x .50 11 x 31/2 x .52 17 8 x 3 x .42 9 x 31/2 x .38 9 x 31/2 x .51 10 x 31/2 x .45 11 x 31/2 x .43 11 x 31/2 x .50 11 x 31/2 x .56 18 9 x 31/2 x .38 9 x 31/2 x .51 10 x 31/2 x .45 11 x 31/2 x .43 11 x 31/2 x .50 12 x 31/2 x 31/2 x [GRAPHIC]12 x 31/2 x 31/2 x [GRAPHIC] Channels * See footnote at end of table 3B. [dagger] See footnote at end of table 3B. Table 3B -- continued (Item 11 of this Schedule) -- continued *Sizes of bulkhead stiffeners spaced 30 inches apart and fitted with bracket or lug end connexions -- continued Overall length of stiffener, including end connexions, in feet [dagger]Height of bulkhead deck above top of stiffener, in feet 0 2 4 6 8 10 12 14 16 18 19 Bulb Angles 9 x 31/2 x .51 10 x 31/2 x .42 11 x 31/2 x .43 11 x 31/2 x .52 12 x 31/2 x 31/2 x [GRAPHIC]12 x 31/2 x 31/2 x [GRAPHIC] 20 10 x 31/2 x .40 11 x 31/2 x .43 11 x 31/2 x .50 12 x 31/2 x 31/2 x [GRAPHIC]12 x 31/2 x 31/2 x [GRAPHIC]12 x 4 x 4 x [GRAPHIC] Channels *Notes to Table 3B: 1. The sizes of stiffeners are specified in inches. 2. Sizes for intermediate lengths of stiffeners and heights of bulkhead deck shall be determined by interpolation. 3. The ends of the stiffeners shall be riveted to the bulkhead boundary angle. 4. In the case of Channel Sections the lower thickness is that of the web and the upper thickness that of the flange. 5. The above stiffeners shall comply with approved specifications. [dagger] If, by reason of the operation of item 2 (1) of this Schedule, any additional head of water is to be taken into consideration, the height applicable shall be increased accordingly. Table 4 (Items 3 and 11 of this Schedule) End connexions for stiffeners Bracket end connexions Lug end connexions Type and depth of stiffener Thickness of bracket in inches Width of flange in inches Number and size of rivets in each arm of bracket Number and size of rivets in lugs Angles 61/2 and under . . . .34 . . 3 @ 3/4? diameter 2 @ 3/4? diameter Bulb Angles 61/2 and under .36 . . 3 @ 3/4? diameter 2 @ 3/4? diameter Bulb Angles 71/2 . . . . . .40 . . 4 @ 3/4? diameter 3 @ 3/4? diameter Bulb Angles 81/2 . . . . . .42 . . 5 @ 3/4? diameter 3 @ 3/4? diameter Bulb Angles 91/2 . . . . . Flanged .34 2¼ 6 @ 3/4? diameter 4 @ 3/4? diameter Bulb Angles 101/2 . . . . . .36 21/2 7 @ 3/4? diameter 4 @ 3/4? diameter Bulb Angles 111/2 . . . . . .38 23/4 7 @ ?1/2 diameter 4 @ ?1/2 diameter Bulb Angles 121/2 . . . . . .40 3 8 @ ?1/2 diameter 5 @ ?1/2 diameter Channels 121/2 x 311/2v x 311/2 . . .40 3 9 @ ?1/2 diameter 6 @ ?1/2 diameter Channels 121/2 x 41/2 x 41/2 . . .40 3 10 @ ?1/2 diameter 7 @ ?1/2 diameter Channels 151/2 x 41/2 x 41/2 . . .44 31/2 13 @ ?1/2 diameter 8 @ ?1/2 diameter Notes to Table 4: 1. The distance from the heel of the boundary bar to the extremities of the arms of the bracket shall not be less than two and one-half times the depth of the stiffener to which the bracket is connected. 2. The overlap of stiffeners on brackets shall not be less than .12 of the span. Table 5 (Item 6 and 11 of this Schedule) *Sizes of tunnel stiffeners spaced 36 inches apart Mean height from baseof tunnel to bulkheaddeck in feet [dagger]Height from base of tunnel to top of flat side in feet 3 4 5 6 7 8 12 16 20 24 28 32 36 40 44 48 52 56 60 Angles 3 x 21/2 x .24 4 x 21/2 x .26 41/2 x 3 x .30 5 x 3 x .34 6 x 3 x .32 51/2 x 3 x .32 31/2 x 21/2 x .25 4 x 3 x .30 5 x 3 x .32 6 x 3 x .32 51/2 3 x .32 6 x 3 x .34 31/2 21/2 x .26 41/2 x 3 x .30 6 x 3 x .32 6 x 3 x .38 6 x 3 x .34 7 x 3 x .33 4 x 21/2 x .28 5 x 3 x .32 6 x 3 x .32 51/2 x 3 x .37 6 x 31/2 x .35 7 x 3 x .36 4 x 3 x .30 5 x 3 x .36 6 x 3 x .40 6 x 3 x .34 7 x 3 x .33 8 x 3 x .35 41/2 x 3 x .30 6 x 3 x .32 51/2 x 3 x .37 7 x 3 x .33 7 x 3 x .38 8 x 3 x .37 41/2 x 3 x .32 6 x 3 x .32 6 x 3 x .34 7 x 3 x .33 7 x 3 x .45 8 x 3 x .42 41/2 x 3 x .34 6 x 3 x .38 6 x 3 x .35 7 x 3 x .36 8 x 3 x .37 9 x 31/2 x .38 5 x 3 x .32 6 x 3 x .40 7 x 3 x .33 8 x 3 x .35 8 x 3 x .42 9 x 31/2 x .38 5 x 3 x .36 51/2 x 3 x .32 7 x 3 x .33 8 x 3 x .35 8 x 31/2 x .46 9 x 31/2 x .45 6 x 3 x .32 51/2 x 3 x .37 7 x 3 x .36 8 x 3 x .37 9 x 31/2 x .38 10 x 31/2 x .40 6 x 3 x .32 6 x 3 x .34 7 x 3 x .36 8 x 3 x .42 9 x 31/2 x .38 10 x 31/2 x .40 6 x 3 x .32 6 x 3 x .35 8 x 3 x .35 8 x 31/2 x .46 9 x 31/2 x .51 10 x 31/2 x .50 Angles Bulb Angles *Notes to Table 5: 1. The sizes of the stiffeners are specified in inches. 2. Sizes for intermediate heights shall be determined by interpolation. 3. Angle stiffeners of 6 inches in depth and all bulb angle stiffeners shall be connected to the inner bottom plating by a lug. 4. The above stiffeners shall comply with approved specifications. [dagger] If, by reason of the operation of item 2 (1) of this Schedule, any additional head of water is to be taken into consideration, the height applicable shall be increased accordingly. Table 5A (Item 11 of this Schedule) *Sizes of tunnel stiffeners spaced 36 inches apart Mean height from base of tunnel to bulkhead deck [dagger]Height from base of tunnel to top of flat side 3 feet 0 inches 3 feet 6 inches 4 feet 0 inches 4 feet 6 inches 5 feet 0 inches 5 feet 6 inches 6 feet 0 inches 8 Angles 21/2 x 21/2 x .20 21/2 x 21/2 .24 3 x 21/2 x .23 12 21/2 x 21/2 x .24 3 x 21/2 x .26 31/2 x 21/2 x .25 4 x 21/2 x .25 4 x 21/2 x .28 4 x 3 x .30 16 3 x 21/2 x .24 31/2 x 21/2 x .26 4 x 21/2 x .26 4 x 3 x .32 41/2 x 3 x .32 5 x 3 x .32 5 x 3 x .38 20 31/2 x 21/2 x .25 4 x 21/2 x .26 4 x 3 x .32 41/2 x 3 x .34 5 x 3 x .32 6 x 3 x .32 6 x 3 x .32 24 31/2 x 21/2 x .30 4 x 3 x .30 41/2 x 3 x .32 5 x 3 x .32 6 x 3 x .32 6 x 3 x .34 6 x 3 x .40 28 4 x 21/2 x .28 4 x 3 x .30 41/2 x 3 x .38 5 x 3 x .38 6 x 3 x .32 6 x 3 x .40 51/2 x 3 x .34 Bulb Angles *Notes to Table 5A: 1. The sizes of the stiffeners are specified in inches. 2. Sizes for intermediate heights shall be determined by interpolation. 3. The ends of tunnel stiffeners shall be riveted to the tunnel boundary angle. 4. The above stiffeners shall comply with approved specifications. [dagger] If, by reason of the operation of item 2 (1) of this Schedule, any additional head of water is to be taken into consideration, the height applicable shall be increased accordingly. NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - FOURTH SCHEDULE Methods of fire protection (regulation 129) Method I Bulkheads within main vertical zones 1. An enclosure bulkhead in an accommodation space or service space, not being a bulkhead required by these Regulations to consist of A class divisions, shall consist of B class divisions. 2. A B class division referred to in the last preceding item shall be constructed of, but, subject to item 12 of this Method, need not necessarily be faced with, incombustible material. 3. All doorways and similar openings in a bulkhead shall provide resistance to fire and have a method of closure consistent with the type of bulkhead in which they are situated. 4. The bulkheads in an accommodation space or service space shall be joined together in a manner which ensures the maximum resistance to fire. 5. A bulkhead in an accommodation space or service space shall extend from deck to deck or, except in the case of a corridor bulkhead, from the deck to a ceiling consisting of incombustible material. 6. Where the shell plating of the ship forms the boundary of an accommodation space or service space, the transverse bulkheads adjacent to the shell plating shall extend to the shell plating or, except in the case of a corridor bulkhead, to a lining consisting of incombustible material. 7. Where the external plating of a deckhouse in the ship forms the boundary of an accommodation space or service space, the transverse or longitudinal bulkheads adjacent to the plating shall extend to the plating or, except in the case of a corridor bulkhead, to a lining consisting of incombustible material. 8 A ventilation opening in a door in a B class division: (a) shall be in the lower part of the door; and (b) shall be provided with a grille constructed of incombustible material. Automatic fire alarm and fire detection systems 9. There shall be installed in the ship a fire alarm and fire detection system of an approved type capable of: (a) detecting the presence of fire in an accommodation space or service space; and (b) indicating automatically to the master and crew of the ship, by means of a signal or signals given at one or more points in the ship, the presence and position of the fire. Use of combustible and incombustible material 10. The linings, grounds and ceilings in an accommodation space or service space, other than a mail room, a bullion room, a baggage room, cargo space or a refrigerated store room, shall be constructed of incombustible materials. 11. The facings, mouldings, decorations and veneers installed in an accommodation space or service space consisting of a corridor or stairway enclosure shall consist of incombustible materials. 12. The total volume of combustible materials installed as facings, mouldings, decorations or veneers in an accommodation space or public space, except a corridor or stairway enclosure, shall not exceed a volume equal to that of a veneer of one-tenth of an inch on the combined area of the walls and ceiling of the space. Method II Automatic sprinkler, fire alarm and fire detection system 1. There shall be installed in the ship so as to protect all accommodation spaces and service spaces in the ship an automatic sprinkler and fire alarm and fire detection system which complies with the requirements set out in this Method. 2. The system shall be: (a) of the wet type with overhead sprinklers; and (b) kept fully charged at all times. Pressure tank 3. The system shall be provided with a pressure tank which: (a) is of adequate strength and construction having regard to the charge of water specified in the next succeeding item; and (b) has a capacity of not less than twice the standing charge of fresh water required for the automatic operation of the system. 4. A standing charge of not less than the number of gallons of fresh water equal to twenty-five times the number of gallons discharged per minute from the largest sprinkler when operating at the rated output and pressure shall be capable of being maintained in the pressure tank under an air pressure of not less than the air pressure sufficient to operate at the rated pressure the highest sprinkler in the system. 5. The pressure tank shall be fitted with an efficient relief valve and with a water-gauge glass and a pressure gauge. 6. Stop valves or cocks shall be provided at each of the gauge connexions. Air compressor 7. The pressure tank shall be connected to an air supply capable of maintaining in the tank the pressure required by item 4 of this Method. Pipes 8. The pipes forming part of the system: (a) shall be made of steel or other material of adequate strength having regard to the pressure to which they may be subjected; and (b) shall be properly jointed and supported. 9. Connexions shall be provided which: (a) will supply a replenishment of the standing fresh water charge in the pressure tank; and (b) will enable the pipes to be flushed with fresh water after the use of salt water in the system. 10. A pipe which may be affected by frost shall be insulated so as to prevent the water in the pipe from freezing. External connexions 11. (1) The sprinkler system shall be a self-contained unit. (2) A connexion with the ship's fire main provided with a lockable screw-down valve and a non-return valve at the connexion to prevent a backflow from the sprinkler system to the fire main shall be fitted to the sprinkler system. (3) Hose couplings with shut-off valves and non-return valves situated close to the couplings for the purpose of coupling to a shore supply may be fitted to the sprinkler system. 12. Shut-off valves for the shore supply and the ship's fire-main connexion shall be clearly and permanently marked to show their purpose and shall be capable of being locked in the closed position. Pumps 13. The system shall be provided with an independent power pump the sole purpose of which shall be the automatic continuation of the discharge of water from the sprinkler heads. 14. The pump shall be so connected to the system that the pump is brought into action automatically by a pressure drop in the system before the standing fresh-water charge in the pressure tank is completely exhausted. 15. The pump shall have a suction direct from the sea and independent of any other suction. 16. There shall be fitted close to the pump on the delivery side a waste valve having an effective discharge area at least equivalent to the total discharge area of fifteen sprinklers, with a short open-ended discharge pipe for testing purposes. 17. The pump shall be capable of maintaining the rated sprinkler operating pressure at the level of the highest sprinkler with the waste valve referred to in the last preceding item fully open. 18. The system shall be so arranged that the pump cannot pass sea water into the pressure tank. Sprinkler heads 19. (1) Sprinkler heads shall be grouped into separate sections. (2) A section of sprinkler heads shall not contain more than one hundred and fifty sprinkler heads. 20. A section of sprinkler heads: (a) shall not serve more than two decks; and (b) shall not be in more than one main vertical zone or in more than one watertight compartment. 21. (1) Each section of sprinkler heads shall be controlled by one control valve and no other valves shall be provided for controlling any of the sprinklers in that section. (2) The control valve shall be readily accessible and its location shall be clearly and permanently indicated. 22. A control valve shall be so constructed as to be capable of being operated only by means of a key or special tool which does not form part of the valve. 23. A pressure gauge shall be provided at each control valve and at a central station to indicate the pressure of water available throughout the system. 24. The sprinkler heads shall be capable of operating with salt water. 25. The temperature at which sprinkler heads come into operation shall be not less than one hundred and fifty-five degrees Fahrenheit and, except in the case of sprinkler heads in drying rooms and similar spaces, shall be not more than 212 degrees Fahrenheit. 26. A sprinkler head shall be capable of discharging water at a rate of not less than twenty gallons per minute under a supply pressure of twenty-five pounds per square inch. 27. The placing of sprinkler heads shall be such that: (a) there is not a point on the ceiling of the space that is more than nine feet two and one-half inches from a sprinkler head; (b) a point on the edge of the ceiling of the space that is required by a surveyor to be not more than a distance specified in writing by the surveyor from a sprinkler head is not more than that distance from a sprinkler head; (c) all combustible material in the space is well sprayed when the system is in operation; and (d) each sprinkler head is, as far as practicable, clear of beams and other objects likely to obstruct the projection of water from the head. 28. At least six spare sprinkler heads shall be provided for each section of sprinkler heads. The spare heads shall be stowed in boxes or holders near the control valve for the section, and the boxes or holders shall be clearly and permanently marked to show their contents. 29. The sprinkler system shall include means for giving a visible and audible alarm signal automatically whenever any sprinkler comes into operation. 30. The alarm signal shall indicate at one or more points in the ship, so as to come rapidly to the attention of the master and crew of the ship, the presence and position of any fire in the spaces served by the system. 31. If the alarm is operated by electricity, it shall be constructed so as to operate if any derangement occurs in the electrical circuit. 32. Not less than two sources of power, one of which shall be anemergency source of power, shall be provided to operate the independent pump, air compressor and automatic alarm. Provisions for testing 33. (1) A test valve shall be provided for testing the automatic alarm for each section of sprinklers by a discharge of water equivalent to the operation of one sprinkler head. (2) The test valve for each section shall be situated near the control valve for that section. 34. Means shall be provided for testing the automatic cutting in of the pump. 35. Switches shall be provided at one of the points referred to in item 30 of this Method so that the alarm and the indicators for each section of sprinklers may be tested. 36. In a passenger ship the superstructure of which is constructed from a material other than steel, the whole unit, including the sprinkler pump, tank and air compressor shall be situated in an approved position remote from the boiler and machinery spaces. METHOD III Bulkheads within main vertical zones 1. An enclosure bulkhead in an accommodation space or service space, not being a bulkhead required by these Regulations to consist of A class divisions, shall be constructed of B class divisions of incombustible materials, which may, subject to item 12 of this Method, be faced with combustible materials. 2. All doorways and similar openings in a bulkhead shall provide resistance to fire and have a method of closure consistent with the type of bulkhead in which they are situated. 3. The bulkheads in an accommodation space or service space shall extend from deck to deck and shall be joined together so as to form a continuous network of B class divisions or of A class divisions and B class divisions, as the case may be. 4. The area of a compartment formed by the network of bulkheads referred to in the last preceding item: (a) shall not, where practicable, exceed thirteen hundred square feet; and (b) shall not, in any case, exceed sixteen hundred square feet. 5. Each public space in a ship larger than sixteen hundred square feet shall be surrounded by B class divisions of incombustible materials. 6. The insulation of A class divisions and B class divisions, except those constituting the separation of the main vertical zones, the control stations, the stairway enclosures, and the corridors, may be omitted when the divisions constitute the outside part of the ship or when the adjoining compartment does not contain fire hazard. 7. A corridor bulkhead in an accommodation space or service space, if it is not a bulkhead which is required by these Regulations to consist of A class divisions, shall consist of B class divisions which shall extend from deck to deck and, if ceilings are fitted, the ceilings shall be of incombustible material. 8. All other partition bulkheads shall extend from deck to deck vertically and to the shell or other boundaries transversely except where incombustible ceilings or linings are fitted in which case the bulkhead may terminate at the ceiling or lining. 9. A ventilation opening may be installed in the lower portion of a door in a B class division. 10. B class divisions other than those required to be of the incombustible type, shall have an incombustible core and shall be assembled with internal layers of sheet asbestos or other approved material. Automatic fire alarm and fire detection systems 11. There shall be installed in the ship a fire alarm and fire detection system capable of: (a) detecting the presence of fire in an accommodation space or service space other than a space that affords no substantial fire hazard; and (b) indicating automatically to the master and crew of the ship, by means of a signal or signals given at one or more points in the ship, the presence and position of the fire. Use of combustible and incombustible material 12. the provision of combustible materials for linings, grounds, ceilings, fittings or furnishings in an accommodation space or service space shall be restricted to the minimum compatible with the use for which the space is appropriated. 13. The grounds and supports for the linings and ceilings in a public room shall be constructed of steel or other equivalent material. NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - NOTES Compilation Information [GRAPHIC]Navigation (Construction) Regulations 1968 Statutory Rules 1968 No. 25 as amended This compilation was prepared on 21 December 2001taking into account amendments up to SR 2001 No. 351 Prepared by the Office of Legislative Drafting,Attorney-General's Department, Canberra NAVIGATION (CONSTRUCTION) REGULATIONS 1968 - NOTES NAVIGATION (CONSTRUCTION) REGULATIONS 1968Notes to the Navigation (Construction) Regulations 1968 Note 1 The Navigation (Construction) Regulations 1968 (in force under the Navigation Act 1912) as shown in this compilation comprise Statutory Rules 1968 No. 25 amended as indicated in the Tables below. Table of Statutory Rules Year and number Date of notification in Gazette Date ofcommencement Application, saving ortransitional provisions 1968 No. 25 20 Mar 1968 20 Mar 1968 1968 No. 127 28 Oct 1968 29 Oct 1968 (see r. 1 and Gazette 1968 p. 6165) -- 1970 No. 177 12 Nov 1970 12 Nov 1970 -- 1974 No. 239 6 Dec 1974 6 Dec 1874 -- 1976 No. 274 15 Dec 1974 1 Jan 1977 -- 1977 No. 226 24 Nov 1977 24 Nov 1977 -- 1977 No. 263 22 Dec 1977 1 Jan 1978 -- 1979 No. 190 27 Sept 1979 1 Oct 1979 -- 1983 No. 276 18 Nov 1983 18 Nov 1983 -- 1984 No. 210 30 Aug 1984 30 Aug 1984 -- 1985 No. 250 30 Sept 1985 1 Oct 1985 -- 1987 No. 231 14 Oct 1987 19 Oct 1987 -- 1990 No. 316 12 Oct 1990 15 Oct 1990 -- 1991 No. 373 27 Nov 1991 27 Nov 1991 -- 2001 No. 351 21 Dec 2001 21 Dec 2001 -- Table of Amendments ad. = added or inserted am. = amended rep. = repealed rs. = repealed and substituted Provision affected How affected R. 1 rs. 2001 No. 351 R. 2 rep. 1977 No. 226 R. 3 am. 1970 No. 177 R. 4 am. 1974 No. 239; 1983 No. 276; 1984 No. 210; 1991 No. 373 R. 4A ad. 1984 No. 210 R. 5 am. 1983 No. 276 R. 6 am. 1991 No. 373 R. 7 am. 1968 No. 127; 1976 No. 274 rep. 1977 No. 226 R. 9 am. 1991 No. 373 R. 14 am. 1991 No. 373 R. 16 am. 1991 No. 373 R. 18 am. 1991 No. 373 Rr. 19, 20 rs. 2001 No. 351 R. 21 am. 1991 No. 373 R. 25 am. 1991 No. 373 R. 28 am. 1991 No. 373 R. 64 am. 1968 No. 127; 1991 No. 373 R. 65 am. 2001 No. 351 R. 66 am. 1968 No. 127 R. 69 am. 1991 No. 373 R. 73 am. 1968 No. 127; 1991 No. 373 R. 79 am. 1991 No. 373 R. 93 am. 2001 No. 351 R. 96 am. 1968 No. 127 R. 97 am. 1968 No. 127; 2001 No. 351 R. 106 am. 1991 No. 373 Rr. 114, 115 am. 1991 No. 373 R. 124 rs. 2001 No. 351 R. 126 am. 1976 No. 274; 1977 No. 263; 1979 No. 190; 1985 No. 250; 1987 No. 231; 1990 No. 316; 1991 No. 373 R. 127 am. 1991 No. 373 R. 130 am. 1991 No. 373 R. 132 am. 1991 No. 373 Rr. 150, 151 am. 1991 No. 373 R. 154 am. 1991 No. 373 R. 161 am. 1991 No. 373 R. 188 am. 1974 No. 239 R. 217 am. 1991 No. 373 R. 245 am. 1974 No. 239 R. 248 rs. 2001 No. 351 R. 251 rs. 1968 No. 127 R. 254 am. 1968 No. 127 Rr. 256, 257 am. 1968 No. 127 R. 261 am. 1968 No. 127; 1977 No. 226 Rr. 263-265 am. 1968 No. 127 R. 266 am. 1968 No. 127; 1974 No. 239; 1991 No. 373 R. 269 am. 1968 No. 127; 1991 No. 373 R. 269A ad. 1968 No. 127 am. 1970 No. 177; 1991 No. 373 R. 269B ad. 1968 No. 127 R. 270 am. 1968 No. 127; 1983 No. 276 Rr. 271, 272 am. 1983 No. 276 R. 274 am. 1991 No. 373 First Schedule am. 1991 No. 373 Third Schedule am. 1991 No. 373 Fourth Schedule am. 1968 No. 127