CHAPTER II-1 Construction – Structure, Subdivision and Stability, Machinery and Electrical Installations
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Statutory Documents - IMO Publications and Documents - Resolutions - Maritime Safety Committee - Resolution MSC.365(93) – Amendments to the International Convention For the Safety of Life at Sea, 1974, as amended – (Adopted on 22 May 2014) - Annex – Amendments to the International Convention For the Safety of Life at Sea, 1974, as amended - CHAPTER II-1 Construction – Structure, Subdivision and Stability, Machinery and Electrical Installations

CHAPTER II-1 Construction – Structure, Subdivision and Stability, Machinery and Electrical Installations

 These amendments have been consolidated into SOLAS Chapter II-1 Part C

Part C Machinery Installations

  Regulation 29 – Steering gear

  1 At the end of paragraph 3.2, the following new text is added:

 "where it is impractical to demonstrate compliance with this requirement during sea trials with the ship at its deepest seagoing draught and running ahead at the speed corresponding to the number of maximum continuous revolutions of the main engine and maximum design pitch, ships regardless of date of construction may demonstrate compliance with this requirement by one of the following methods:

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

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

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

  2 The word "and" at the end of paragraph 4.2 is deleted and the following new text is added:

"where it is impractical to demonstrate compliance with this requirement during sea trials with the ship at its deepest seagoing draught and running ahead at one half of the speed corresponding to the number of maximum continuous revolutions of the main engine and maximum design pitch or 7 knots, whichever is greater, ships regardless of date of construction, including those constructed before 1 January 2009, may demonstrate compliance with this requirement by one of the following methods:

  • .1 during sea trials the ship is at even keel and the rudder fully submerged whilst running ahead at one half of the speed corresponding to the number of maximum continuous revolutions of the main engine and maximum design pitch or 7 knots, whichever is greater; or

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

  • .3 the rudder force and torque at the sea trial loading condition have been reliably predicted and extrapolated to the full load condition; and"

Parent topic: Annex – Amendments to the International Convention For the Safety of Life at Sea, 1974, as amended
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