Part III - Subdivision, Watertight and
Weathertight Integrity
4.11 Double Bottoms
(1) Subject to Sections (a) to (c), a double bottom shall be fitted extending
from the collision bulkhead to the afterpeak bulkhead, as far as this is practicable
and compatible with the design and proper working of the ship-
-
(a) in ships of 50 metres and upwards but less than 61 m in length a
double bottom shall be fitted at least from the machinery space to the
forepeak bulkhead, or as near thereto as practicable;
-
(b) in ships of 61 metres and upwards but less than 76 m in length a
double bottom shall be fitted at least outside the machinery space, and
shall extend to the fore and after peak bulkheads, or as near thereto as
practicable;
-
(c) subject to Section (c), in ships of 76 metres in length and upwards, a
double bottom shall be fitted amidships, and shall extend to the fore
and after peak bulkheads, or as near thereto as practicable; and
-
(d) for vessels assessed in accordance with the probabilistic means in
accordance with Parts B-1 through B-4 of SOLAS, where it is deemed that
the installation of a double bottom is impracticable in accordance with
Section (c), the vessel shall be able to demonstrate compliance with the
enhanced survivability criteria defined in section 4.30 of the Code,
following the occurrence of bottom damage in the area concerned.
(2) Where a double bottom is required to be fitted the inner bottom shall be
continued out to the ship’s sides in such a manner as to protect the bottom to the
turn of the bilge; such protection shall be deemed satisfactory if the inner bottom
is not lower at any part than a plane parallel with the keel line and which is
located not less than a vertical distance h measured from the keel line, as
calculated by the formula-
h = B/20,
provided that in no case is the value of h to be less than 760 millimetres and
need not be taken as more than 2,000 millimetres.
(3) Small wells constructed in the double bottom in connection with drainage
arrangements of storage spaces, etc., shall not extend downward more than necessary,
provided that-
-
(a) a well extending to the outer bottom is, however, permitted at the after
end of the shaft tunnel;
-
(b) other wells (e.g., for lubricating oil under main engines) may be
permitted by the Administration if satisfied that the arrangements give
protection equivalent to that afforded by a double bottom complying with
this regulation; and
-
(c) in no case shall the vertical distance from the bottom of such a well to
a plane coinciding with the keel line be less than 500 millimetres.
(4) A double bottom need not be fitted in way of watertight tanks, including dry
tanks of moderate size, provided the safety of the ship is not impaired in the event
of bottom or side damage.
(5) Any part of a passenger ship that is not fitted with a double bottom in
accordance with Sections (1) or (4) shall be capable of withstanding bottom damages,
as specified in section 4.11(7), in that part of the ship.
(6) In the case of unusual bottom arrangements in a passenger ship it shall be
demonstrated that the ship is capable of withstanding bottom damages as specified in
section 4.11(7).
(7) Compliance with Sections (5) or (6) shall be achieved by demonstrating that
si, when calculated in accordance with section 4.8 is
not less than 1 for all service conditions when subject to a bottom damage assumed
at any position along the ship’s bottom in accordance with the following conditions
and with an extent specified in Section (2) for the affected part of the ship-
-
(a) Flooding of such spaces shall not render emergency power and lighting,
internal communication, signals or other emergency devices inoperable in
other parts of the ship.
-
(b) Assumed extent of damage shall be as follows-
| Extent
|
For 0.3 L from
the forward perpendicular of the ship
|
Any other part of
the ship
|
| Longitudinal extent
|
1/3 L2/3 or 14.5
metres, whichever is less
|
1/3 L2/3 or 14.5
metres, whichever is less
|
| Transverse extent
|
B/6 or 10 metres, whichever
is less
|
B/6 or 5 metres, whichever
is less
|
| Vertical extent, measured from the
keel line
|
B/20 or 2 metres, whichever
is less
|
B/20 or 2 metres, whichever
is less
|
-
(c) If any damage of a lesser extent than the maximum damage specified in
section 4.11(7)(b) would result in a more severe condition, such damage
shall be considered.
(8) In case of large lower compartments in passenger ships-
-
(a) the Administration may require an increased double bottom height of not
more than B/10 or 3 metres, whichever is less, measured from the keel
line;
-
(b) alternatively, bottom damages may be calculated for these areas, in
accordance with Section (7), but assuming an increased vertical extent.
4.12 Construction of Watertight Bulkheads
(1) Each watertight subdivision bulkhead, whether transverse or longitudinal, shall
be constructed having scantlings as specified in Chapter 2,
in the definition for “watertight”, and in all cases, watertight subdivision
bulkheads shall be capable of supporting at least the pressure due to a head of
water up to the bulkhead deck.
(2) Steps and recesses in watertight bulkheads shall be as strong as the bulkhead at
the place where each occurs.
4.13 Initial Testing of Watertight Bulkheads, etc.
(1) Testing of watertight spaces not intended to hold by filling them with water is
not compulsory but where such testing is not carried out-
-
(a) a hose test shall be carried out where practicable;
-
(b) this test shall be carried out in the most advanced stage of the fitting
out of the ship;
-
(c) where a hose test is not practicable because of possible damage to
machinery, electrical equipment insulation or outfitting items, it may be
replaced by a careful visual examination of welded connections, supported
where deemed necessary by means such as a dye penetrant test or an
ultrasonic leak test or an equivalent test; and
-
(d) in any case a thorough inspection of the watertight bulkheads shall be
carried out.
(2) The forepeak, double bottom (including duct keels) and inner skins shall be
tested with water to a head corresponding to the requirements of section 4.12(1).
(3) Tanks which are intended to hold liquids, and which form part of the watertight
subdivision of the ship, shall be tested for tightness and structural strength with
water to a head corresponding to its design pressure and the water head is in no
case to be less than the top of the air pipes or to a level of 2.4 metres above the
top of the tank, whichever is the greater.
(4) The tests referred to in Sections (2) and (3) are for the purpose of ensuring
that the subdivision structural arrangements are watertight and are not to be
regarded as a test of the fitness of any compartment for the storage of oil fuel or
for other special purposes for which a test of a superior character may be required
depending on the height to which the liquid has access in the tank or its
connections.
4.14 Peak and Machinery Space Bulkheads, Shaft Tunnels, etc.
(1) A collision bulkhead shall be fitted which shall be watertight up to the bulkhead
deck and this bulkhead shall be located at a distance from the forward perpendicular
of not less than 0.05L or 10 metres, whichever is the less, and, except as
may be permitted by the Administration, not more than 0.08L or 0.05L +
3 metres, whichever is the greater.
(2) Where any part of the ship below the waterline extends forward of the forward
perpendicular, e.g., a bulbous bow, the distances stipulated in Section (1) shall be
measured from a point either-
-
(a) at the mid-length of such extension;
-
(b) at a distance 0.015L forward of the forward perpendicular; or
-
(c) at a distance 3 metres forward of the forward perpendicular,
-
whichever gives the smallest measurement.
(3) The bulkhead may have steps or recesses provided they are within the limits
prescribed in Sections (1) or (2).
(4) No doors, manholes, access openings, ventilation ducts or any other openings
shall be fitted in the collision bulkhead below the bulkhead deck.
(5) The collision bulkhead shall comply with the following provisions-
-
(a) except as provided in Section (b), the collision bulkhead may be pierced
below the bulkhead deck by not more than one pipe for dealing with fluid in
the forepeak tank, provided that the pipe is fitted with a screw-down valve
capable of being operated from above the bulkhead deck, the valve chest
being secured inside the forepeak to the collision bulkhead, provided that-
-
(i) the Administration may, however, authorise the fitting of this
valve on the after side of the collision bulkhead where that the
valve is readily accessible under all service conditions and the
space in which it is located is not a storage space;
-
(ii) all valves shall be of steel, bronze or other approved ductile
material; and
-
(iii) valves of ordinary cast iron or similar material are not
acceptable.
-
(b) If the forepeak is divided to hold two different kinds of liquids the
Administration may allow the collision bulkhead to be pierced below the
bulkhead deck by two pipes, each of which is fitted as required by Section
(a), provided the Administration 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.
(6) Where a long forward superstructure is fitted-
-
(a) the collision bulkhead shall be extended weathertight to the deck next
above the bulkhead deck;
-
(b) the extension need not be fitted directly above the bulkhead below
provided it is located within the limits prescribed in Section (1) or (2)
and that the part of the deck which forms the step is made effectively
weathertight; and
(7) The number of openings in the extension of the collision bulkhead above the
freeboard deck shall be restricted to the minimum compatible with the design and
normal operation of the ship and all such openings shall be capable of being closed
weathertight.
(8) Bulkheads shall be fitted separating the machinery space accommodation spaces
forward and aft and made watertight up to the bulkhead deck and in passenger ships
an afterpeak bulkhead shall also be fitted and made watertight up to the bulkhead
deck, provided that the afterpeak bulkhead may, however, be stepped below the
bulkhead deck, providing the degree of safety of the ship as regards subdivision is
not thereby diminished.
(9) In all cases stern tubes shall be enclosed in watertight spaces of moderate
volume and the stern gland shall be situated in a watertight shaft tunnel or other
watertight space separate from the stern tube compartment and of such volume that,
if flooded by leakage through the stern gland, the bulkhead deck shall not be
immersed.
4.15 Openings in Watertight Bulkheads below the Bulkhead Deck
(1) The number of openings in watertight bulkheads shall be reduced to the minimum
compatible with the design and proper working of the ship, satisfactory means shall
be provided for closing these openings.
(2) Watertight bulkhead integrity shall be maintained in accordance with the
following provisions-
-
(a) where pipes, scuppers, electric cables, etc., are carried through
watertight bulkheads, arrangements shall be made to ensure the watertight
integrity of the bulkheads;
-
(b) valves not forming part of a piping system shall not be permitted in
watertight bulkheads; and
-
(c) lead or other heat sensitive materials shall not be used in systems which
penetrate watertight bulkheads, where deterioration of such systems in the
event of fire would impair the watertight integrity of the bulkheads.
(3) No doors, manholes, or access openings are permitted in watertight transverse
bulkheads dividing a storage space from an adjoining storage space, except as
provided in section 4.15(9).
(4) Subject to section 4.15(10)-
-
(a) not more than one door, apart from the doors to shaft tunnels, may be
fitted in each watertight bulkhead per deck within spaces containing
the main and auxiliary propulsion machinery including boilers serving the
needs of propulsion;
-
(b) where two or more shafts are fitted, the tunnels shall be connected by an
intercommunicating passage;
-
(c) there shall be only one door between the machinery space and the tunnel
spaces where two shafts are fitted and only two doors where there are more
than two shafts;
-
(d) all these doors shall be of the sliding type and shall be so located as
to have their sills as high as practicable; and
-
(e) the hand gear for operating these doors from above the bulkhead deck
shall be situated outside the spaces containing the machinery.
(5) Watertight doors shall comply with the following general provisions-
-
(a) watertight doors, except as provided in section 4.15(9), shall be
power-operated sliding doors complying with the requirements of section
4.15(7) capable of being closed simultaneously from the central operating
console at the navigation bridge in not more than 60 seconds with the ship
in the upright position; and
-
(b) the means of operation whether by power or by hand of any power-operated
sliding watertight door shall be capable of closing the door with the ship
listed to 15° either way and consideration shall also be given to the forces
which may act on either side of the door as may be experienced when water is
flowing through the opening applying a static head equivalent to a water
height of at least 1 metre above the sill on the centreline of the door;
-
(c) watertight doors and their controls, including hydraulic piping and
electric cables shall comply with the following provisions
-
(i) the controls shall be kept as close as practicable to the
bulkhead in which the doors are fitted, in order to minimise the
likelihood of them being involved in any damage which the ship may
sustain; and
-
(ii) the positioning of watertight doors and their controls shall be
such that if the ship sustains damage within one fifth of the
breadth of the ship, as defined in Chapter 2 such distance being
measured at right angles to the centreline at the level of the
deepest subdivision draught, the operation of the watertight doors
clear of the damaged portion of the ship is not impaired.
(6) All power-operated sliding watertight doors shall-
-
(a) be provided with means of indication which shall show at all remote
operating positions whether the doors are open or closed; and
-
(b) have their remote operating positions only at the navigation bridge as
required by section 4.15(7)(a)(v) and at the location where hand operation
above the bulkhead deck is required by section 4.15(7)(a)(iv).
(7) Watertight doors shall comply with the following provisions-
-
(a) Each power-operated sliding watertight door shall-
-
(i) have a vertical or horizontal motion;
-
(ii) subject to section 4.15(10), be normally limited to a maximum
clear opening width of 1.2 metres; provided that the Administration
may permit larger doors only to the extent considered necessary for
the effective operation of the ship provided that other safety
measures, including the following, are taken into consideration-
-
(iii) be fitted with the necessary equipment to open and close the
door using electric power, hydraulic power, or any other form of
power that is acceptable to the Administration;
-
(iv) be provided with an individual hand-operated mechanism such that
it shall be possible to open and close the door by hand at the door
itself from either side, and in addition, close the door from an
accessible position above the bulkhead deck with an all round crank
motion or some other movement providing the same degree of safety
acceptable to the Administration and the direction of rotation or
other movement shall be clearly indicated at all operating
positions; the time necessary for the complete closure of the door,
when operating by hand gear, shall not exceed 90 seconds with the
ship in the upright position;
-
(v) be provided with controls for opening and closing the door by
power from both sides of the door and also for closing the door by
power from the central operating console at the navigation bridge;
-
(vi) be provided with an audible alarm in accordance with the
following provisions-
-
(ba) it shall be distinct from any other alarm
in the area;
-
(bb) it shall sound whenever the door is closed
remotely by power and shall sound for at least 5 seconds but
no more than 10 seconds before the door begins to move and
shall continue sounding until the door is completely closed;
provided that in the case of remote hand operation it is
sufficient for the audible alarm to sound only when the door
is moving; and
-
(bc) additionally, in passenger areas and areas
of high ambient noise the Administration may require the
audible alarm to be supplemented by an intermittent visual
signal at the door;
-
(vii) have an approximately uniform rate of closure under power and
the closure time, from the time the door begins to move to the time
it reaches the completely closed position shall in no case be less
than 20 seconds or more than 40 seconds with the ship in the upright
position;
-
(b) The electrical power required for-
-
(i) power-operated sliding watertight doors shall be supplied from
the emergency switchboard either directly or by a dedicated
distribution board situated above the bulkhead deck;
-
(ii) the associated control, indication and alarm circuits shall be
supplied from the emergency switchboard either directly or by a
dedicated distribution
-
(iii) board situated above the bulkhead deck and be capable of being
automatically supplied by the transitional source of emergency
electrical power required by Regulation 42 of Chapter II-1 D of SOLAS, in
accordance with Chapter 5 of this Code, in the event of failure of
either the main or emergency source of electrical power.
-
(c) Power-operated sliding watertight doors shall have either-
-
(i) a centralised hydraulic system complying with the following
provisions-
-
(ba) two independent power sources each
consisting of a motor and pump capable of simultaneously
closing all doors;
-
(bb) having, for the whole installation,
hydraulic accumulators of sufficient capacity to operate all
the doors at least three times, i.e. closed-open-closed,
against an adverse list of 15º;
-
(bc) the operating cycle referred to in Section
(bb) above shall be capable of being
carried out when the accumulator is at the pump cut-in
pressure;
-
(bd) the fluid used in the system shall be
chosen considering the temperatures liable to be encountered
by the installation during its service;
-
(be) the power operating system shall be
designed to minimise the possibility of having a single
failure in the hydraulic piping adversely affect the
operation of more than one door;
-
(bf) the hydraulic system shall be provided
with a low-level alarm for hydraulic fluid reservoirs
serving the power-operated system and a low gas pressure
alarm or other effective means of monitoring loss of stored
energy in hydraulic accumulators; and
-
(bg) the alarm referred to in Section
(bf) above shall be audible and visual
and shall be situated on the central operating console at
the navigation bridge;
-
OR
-
(ii) an independent hydraulic system for each door complying with the
following provisions-
-
(ba) each power source shall consist of a motor
and pump capable of opening and closing the door;
-
(bb) in addition, there shall be a hydraulic
accumulator of sufficient capacity to operate the door at
least three times, i.e. closed-open-closed, against an
adverse list of 15º and this operating cycle shall be
capable of being carried out when the accumulator is at the
pump cut-in pressure;
-
(bc) the fluid used shall be chosen considering
the temperatures liable to be encountered by the
installation during its service;
-
(bd) a low gas pressure group alarm or other
effective means of monitoring loss of stored energy in
hydraulic accumulators shall be provided at the central
operating console on the navigation bridge; and
-
(be) loss of stored energy indication at each
local operating position shall also be provided;
-
OR
-
(iii) an independent electrical system and motor for each door
complying with the following provisions-
-
(ba) each power source shall consist of a motor
capable of opening and closing the door;
-
(bb) the power source shall be capable of being
automatically supplied by the transitional source of
emergency electrical power as required by Regulation 42 of
Chapter II-1 D of SOLAS, in accordance with Chapter 5 of
this Code, in the event of failure of either the main or
emergency source of electrical power and with sufficient
capacity to operate the door at least three times, i.e.
closed-open-closed, against an adverse list of 15º,
-
(iv) For the systems specified in sections 4.15(7)(c)(i),
4.15(7)(c)((ii) and 4.15(7)(c)(iii), provision shall be made as
follows-
-
(ba) power systems for power-operated
watertight sliding doors shall be separate from any other
power system; and
-
(bb) a single failure in the electric or
hydraulic power-operated systems excluding the hydraulic
actuator shall not prevent the hand operation of any door.
-
(d) control handles shall be provided at each side of the bulkhead at a
minimum height of 1.6 metres above the floor and shall be so arranged as to
enable persons passing through the doorway to hold both handles in the open
position without being able to set the power closing mechanism in operation
accidentally and the direction of movement of the handles in opening and
closing the door shall be in the direction of door movement and shall be
clearly indicated
-
(e) as far as practicable, electrical equipment and components for watertight
doors shall be situated above the bulkhead deck and outside hazardous areas
and spaces.
-
(f) the enclosures of electrical components necessarily situated below the
bulkhead deck shall provide suitable protection against the ingress of
waterfootnote.
-
(g) electric power, control, indication and alarm circuits shall be protected
against fault in such a way that a failure in one door circuit shall not
cause a failure in any other door circuit. Short circuits or other faults in
the alarm or indicator circuits of a door shall not result in a loss of
power operation of that door and arrangements shall be such that leakage of
water into the electrical equipment located below the bulkhead deck shall
not cause the door to open.
-
(h) the power operating or control system of a power-operated sliding
watertight door shall comply with the following provisions-
-
(i) a single electrical failure in the power operating or control
system of a power-operated sliding watertight door shall not result
in a closed door opening;
-
(ii) the availability of the power supply shall be continuously
monitored at a point in the electrical circuit as near as
practicable to each of the motors required by section 4.15(7); and
-
(iii) the loss of any such power supply shall activate an audible and
visual alarm at the central operating console at the navigation
bridge.
(8) The central operating console at the navigation bridge shall comply with the
following provisions-
-
(a) it shall have a "master mode" switch with two modes of control as
follows-
-
(i) a "local control" mode which shall allow any door to be locally
opened and locally closed after use without automatic closure; and
-
(ii) a "doors closed" mode which shall automatically close any door
that is open;
-
(b) the "doors closed" mode shall-automatically close any door that is open
and permit doors to be opened locally and shall automatically re-close the
doors upon release of the local control mechanism.
-
(c) the "master mode" switch shall normally be in the "local control" mode.
-
(d) the "doors closed" mode shall only be used in an emergency or for testing
purposes; and
-
(e) special consideration shall be given to the reliability of the "master
mode" switch.
-
(f) the console shall be-
-
(i) be provided with a diagram showing the location of each door,
with visual indicators to show whether each door is open or closed;
-
(ii) be fitted with a red light indicating that a door is fully open
and a green light indicating that door is fully closed and when a
door is closed remotely the red indicating light shall indicate the
intermediate position by flashing,
-
(g) the indicating circuit shall be independent of the control circuit for
each door; and
-
(h) it shall not be possible to remotely open any door from the central
operating console.
(9) If the Administration is satisfied that the fitting of watertight doors in
watertight bulkheads dividing storage between deck spaces is essential then such
doors, of satisfactory construction, may be fitted in accordance with the
following provisions-
-
(a) such doors may be hinged, rolling or sliding doors but shall not be
remotely controlled;
-
(b) they shall be fitted at the highest level and as far from the shell
plating as practicable, but in no case shall the outboard vertical edges be
situated at a distance from the shell plating which is less than one fifth
of the breadth of the ship, as defined in Chapter
2, such distance being measured at right angles to the centreline
at the level of the deepest subdivision draught;
-
(c) should any such doors be accessible during the voyage, they shall be
fitted with a device which prevents unauthorised opening; and
-
(d) when it is proposed to fit such doors, the number and arrangements shall
receive the special consideration of the Administration.
(10) Portable plates on bulkheads shall not be permitted except in machinery spaces
and where they are permitted shall be subject to the following conditions-
-
(a) the Administration may permit not more than one power-operated sliding
watertight door in each watertight bulkhead per deck larger than
those specified in section 4.15(7)(a)(ii) to be substituted for these
portable plates, provided these doors are intended to remain closed during
navigation except in case of urgent necessity at the discretion of the
master; and
-
(b) such doors need not meet the requirements of section 4.15(7)(a)(iv)
regarding complete closure by hand-operated gear in 90 seconds.
(11) Where trunkways or tunnels for access from crew accommodation to other spaces,
for piping, or for any other purpose are carried through watertight bulkheads, they
shall comply with the following provisions-
-
(a) they shall watertight and in accordance with the requirements of section
4.18;
-
(b) the access to at least one end of each such tunnel or trunkway, if used
as a passage at sea, shall be through a trunk extending watertight to a
height sufficient to permit access above the bulkhead deck;
-
(c) the access to the other end of the trunkway or tunnel may be through a
watertight door of the type required by its location in the ship;
-
(d) such trunkways or tunnels shall not extend through the first subdivision
bulkhead abaft the collision bulkhead;
-
(e) where it is proposed to fit tunnels piercing watertight bulkheads, these
shall receive the special consideration of the Administration; and
-
(f) where trunkways in connection with refrigerated spaces and ventilation or
forced draught trunks are carried through more than one watertight bulkhead,
the means of closure at such openings shall be operated by power and be
capable of being closed from a central position situated above the bulkhead
deck.
4.16 Openings in the Shell Plating below the Bulkhead Deck
(1) The number of openings in the shell plating shall be reduced to the minimum
compatible with the design and proper working of the ship.
(2) The arrangement and efficiency of the means for closing any opening in the shell
plating shall be consistent with its intended purpose and the position in which it
is fitted and generally to the satisfaction of the Administration.
(3) Subject to the requirements of Chapter 3, no sidescuttle or window shall be
fitted in such a position that its sill is below a line drawn parallel to the
freeboard deck at side and having its lowest point 2.5% of the breadth of the ship
above the deepest subdivision load line, or 500 millimetres, whichever is the
greater.
(4) Notwithstanding the requirements of section 3.12 all sidescuttles, the sills
of which are below the bulkhead deck, as permitted by Section (3) shall be such
of construction, and subject to strict procedures, as shall effectively prevent
any person opening them without the sanction of the master.
(5) The number of scuppers, sanitary discharges and other similar openings in the
shell plating shall be reduced to the minimum either by making each discharge serve
for as many as possible of the sanitary and other pipes, or in any other
satisfactory manner.
(6) All inlets and discharges in the shell plating shall be fitted with efficient and
accessible arrangements for preventing the accidental admission of water into the
ship.
(7) Subject to the requirements of the ILLC, and except as provided in Section (9),
each separate discharge led through the shell plating from spaces below the margin
line shall comply with the following provisions-
-
(a) the discharge shall be provided with either one automatic non-return
valve fitted with a positive means of closing it from above the bulkhead
deck or with two automatic non-return valves without positive means of
closing, provided that the inboard valve is situated above the deepest
subdivision load line and is always accessible for examination under service
conditions; and
-
(b) where a valve with positive means of closing is fitted, the operating
position above the bulkhead deck shall always be readily accessible and
means shall be provided for indicating whether the valve is open or closed.
(8) The requirements of the ILLC shall apply to discharges led through the
shell plating from spaces above the margin line.
(9) Machinery room main and auxiliary sea inlets and discharges in connection with
the operation of machinery shall be fitted with readily accessible valves
between the pipes and the shell plating or between the pipes and fabricated
boxes attached to the shell plating and the valves shall be provided with
indicators showing whether they are open or closed: the location of the controls
of such valves shall be so sited as to allow adequate time for operation in case
of influx of water to the space, having regard to the time likely to be required
in order to reach and operate such controls. If the level to which the space
could become flooded with the ship in the fully loaded condition so requires,
arrangements shall be made to operate the controls from a position above such
level: provided that in continuously Manned Machinery Spaces the valves may be
controlled locally but they shall also be provided with indicators showing
whether they are open or closed.
(10) All shell fittings, valves and pipes required by this Chapter shall comply with
the following provisions-
-
(a) shell fittings and valves shall be of steel, bronze or other approved
ductile material;
-
(b) valves of ordinary cast iron or similar material are not acceptable;
-
(c) pipes shall be of steel or other equivalent material to the satisfaction
of the Administration.
(11) Ports fitted below the margin line shall be of sufficient strength and shall
be effectively closed and secured watertight before the ship leaves port, and
shall be kept closed during navigation.
(12) Such ports shall in no case be so fitted as to have their lowest point below the
deepest subdivision load line.
(13) The inboard opening of each ash-chute, rubbish-chute, etc., shall be fitted
with an efficient cover.
(14) If the inboard opening is situated below the margin line, the cover shall be
watertight, and in addition an automatic non-return valve shall be fitted in the
chute in an easily accessible position above the deepest subdivision load line and
when the chute is not in use both the cover and the valve shall be kept closed and
secured.
(15) Underwater lights and associated penetrations fitted in the hull shall be
approved by the Recognised Organisation.
(16) In applying this section due regard shall also be had to section 2.13 of the
Code.
4.17 Construction and Initial Testing of Watertight Doors, Sidescuttles,
etc.
(1) In all ships-
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(a) the design, materials and construction of all watertight doors,
sidescuttles, gangway and stores loading ports, valves, pipes, and
rubbish-chutes referred to in these regulations shall be to the satisfaction
of the Administration;
-
(b) such valves, doors and mechanisms shall be suitably marked to ensure that
they may be properly used to provide maximum safety; and
-
(c) the frames of vertical watertight doors shall have no groove at the
bottom in which dirt might lodge and prevent the door closing properly.
(2) In all ships-
-
(a) watertight doors shall be tested by water pressure to a head of water
they might sustain in a final or intermediate stage of flooding;
-
(b) where testing of individual doors is not carried out because of possible
damage to insulation or outfitting items, testing of individual doors may be
replaced by a prototype pressure test of each type and size of door with a
test pressure corresponding at least to the head required for the intended
location provided that-
-
(i) the prototype test shall be carried out before the door is
fitted;
-
(ii) the installation method and procedure for fitting the door
onboard shall correspond to that of the prototype test; and
-
(iii) when fitted onboard, each door shall be checked for proper
seating between the bulkhead, the frame and the door.
4.18 Construction and Initial Testing of Watertight Decks, Trunks, etc.
(1) Watertight decks, trunks, tunnels, duct keels and ventilators shall-
-
(a) be of the same strength as watertight bulkheads at corresponding
levels and the means used for making them watertight, and the
arrangements adopted for closing openings in them, shall be to the
satisfaction of the Administration and in all cases, shall be provided
with open/close indication at the navigating position;
-
(b) watertight ventilators and trunks shall be carried at least up to the
bulkhead deck;
(2) where a ventilation trunk passing through a structure penetrates the bulkhead
deck, the trunk shall be capable of withstanding the water pressure that may be
present within the trunk, after having taken into account the maximum heel angle
allowable during intermediate stages of flooding, in accordance with section 4.8.
(3) after completion, a hose or flooding test shall be applied to watertight decks
and a hose test to watertight trunks, tunnels and ventilators.
4.19 Internal Watertight Integrity above the Bulkhead Deck
(1) The Administration may require that all reasonable and practicable measures shall
be taken to limit the entry and spread of water above the bulkhead deck in
accordance with the following provisions-
-
(a) such measures may include partial bulkheads or webs;
-
(b) when partial watertight bulkheads and webs are fitted on the bulkhead
deck, above or in the immediate vicinity of watertight bulkheads, they shall
have watertight shell and bulkhead deck connections so as to restrict the
flow of water along the deck when the ship is in a heeled damaged condition;
-
(c) where the partial watertight bulkhead does not line up with the bulkhead
below, the bulkhead deck between shall be made effectively watertight; and
-
(d) where openings, pipes, scuppers, electric cables etc. are carried through
the partial watertight bulkheads or decks within the immersed part of the
bulkhead deck, arrangements shall be made to ensure the watertight integrity
of the structure above the bulkhead deckfootnote.
(2) All openings in the exposed weather deck shall have coamings of ample height and
strength and shall be provided with efficient means for expeditiously closing them
weathertight. Freeing ports, open rails and scuppers shall be fitted as necessary
for rapidly clearing the weather deck of water under all weather conditions.
(3) The open end of air pipes terminating within a superstructure shall-
-
(a) be at least 1 metre above the waterline when the ship heels to an angle
of 15º, or the maximum angle of heel during intermediate stages of flooding,
as determined by direct calculation, whichever is the greater;
-
(b) alternatively, air pipes from tanks other than oil tanks may discharge
through the side of the superstructure; and
-
(c) the provisions of this paragraph are without prejudice to the provisions
of the ILLC.
(4) Sidescuttles, gangway, stores loading and fuelling ports and other means for
closing openings in the shell plating above the bulkhead deck shall be of efficient
design and construction and of sufficient strength having regard to the spaces in
which they are fitted and their positions relative to the deepest subdivision
draught.
(5) In applying the provisions of this section due regard shall be had to section
3.12.
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