7 SOLAS Regulations II-1/42 and II-1/43 – Emergency Source of Electrical Power in Passenger and Cargo Ships
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7 SOLAS Regulations II-1/42 and II-1/43 – Emergency Source of Electrical Power in Passenger and Cargo Ships

 Interpretation

1 "Blackout" as used in regulations II-1/42.3.4 and II-1/43.3.4 should be understood to mean a "dead ship" condition-initiating event.

2 "Dead ship" condition, for the purpose of regulations II-1/42.3.4 and II-1/43.3.4, should be understood to mean a condition under which the main propulsion plant, boilers and auxiliaries are not in operation and in restoring the propulsion, no stored energy for starting the propulsion plant, the main source of electrical power and other essential auxiliaries should be assumed available. It is assumed that means are available to start the emergency generator at all times.

3 Emergency generator stored starting energy is not to be directly used for starting the propulsion plant, the main source of electrical power and/or other essential auxiliaries (emergency generator excluded).

4 For steam ships, the 30-min time limit given in SOLAS can be interpreted as time from blackout defined above to light-off of the first boiler.

5 Exceptionally is understood to mean conditions such as:

  • .1 blackout situation;

  • .2 dead ship situation;

  • .3 routine use for testing;

  • .4 short-term parallel operation with the main source of electrical power for the purpose of load transfer; and

  • .5 use of the emergency generator during lay time in port for the supply of the ship's main switchboard, provided the requirements of 6 (Suitable measures for the exceptional use of the emergency generator for power-supply of non-emergency circuits in port) are achieved and unless instructed otherwise by the Administration.

6 Suitable measures for the exceptional use of the emergency generator for power-supply of non-emergency circuits in port:

  • .1 To prevent the generator or its prime mover from becoming overloaded when used in port, arrangements should be provided to shed sufficient non-emergency loads to ensure its continued safe operation.

  • .2 The prime mover should be arranged with fuel oil filters and lubrication oil filters, monitoring equipment and protection devices as required for the prime mover for main power generation and for unattended operation.

  • .3 The fuel oil supply tank to the prime mover should be provided with a low-level alarm, arranged at a level ensuring sufficient fuel oil capacity for the emergency services for the period of time as required by SOLAS.

  • .4 The prime mover should be designed and built for continuous operation and should be subjected to a planned maintenance scheme ensuring that it is always available and capable of fulfilling its role in the event of an emergency at sea.

  • .5 Fire detectors should be installed in the location where the emergency generator set and emergency switchboard are installed.

  • .6 Means should be provided to readily change over to emergency operation.

  • .7 Control, monitoring and supply circuits, for the purpose of the use of emergency generator in port should be so arranged and protected that any electrical fault will not influence the operation of the main and emergency services.

  • .8 When necessary for safe operation, the emergency switchboard should be fitted with switches to isolate the circuits.

  • .9 Instructions should be provided on board to ensure that when the ship is under way all control devices (e.g. valves, switches) are in a correct position for the independent emergency operation of the emergency generator set and emergency switchboard.

Parent topic: Annex
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