SOLAS 1974
Chapter I - General Provisions
Chapter II-1 - Construction - Subdivision and stability, machinery and electrical installations
Chapter II-2 - Fire protection, fire detection and fire extinction
Chapter III - Life-saving appliances and arrangements
Chapter IV - Radiocommunications
Chapter V - Safety of navigation
Chapter VI - Carriage of Cargoes
Chapter VII - Carriage of dangerous goods
Chapter VIII - Nuclear ships
Chapter IX - Management for the Safe Operation of Ships
Chapter X - Safety measures for high-speed craft
Chapter XI-1 - Special measures to enhance maritime safety
Chapter XI-2 - Special measures to enhance maritime security
Chapter XII - Additional safety measures for bulk carriers
Chapter XIII - Verification of compliance
Chapter XIV - Safety measures for ships operating in polar waters
SOLAS Regulations for Emergency Generator, Transition battery and Emergency Batteries
SOLAS Regulation for life raft
Equipment contain in Life Raft as per SOLAS
Regulations of superstructure and where it's written
The SOLAS Convention in its successive forms is generally regarded as the most important of all international treaties concerning the safety of merchant ships. The first version was adopted in 1914, in response to the Titanic disaster, the second in 1929, the third in 1948, and the fourth in 1960. The 1974 version includes the tacit acceptance procedure - which provides that an amendment shall enter into force on a specified date unless, before that date, objections to the amendment are received from an agreed number of Parties.
As a result the 1974 Convention has been updated and amended on numerous occasions. The Convention in force today is sometimes referred to as SOLAS, 1974, as amended.
Technical provisions
The main objective of the SOLAS Convention is to specify minimum standards for the construction, equipment and operation of ships, compatible with their safety. Flag States are responsible for ensuring that ships under their flag comply with its requirements, and a number of certificates are prescribed in the Convention as proof that this has been done. Control provisions also allow Contracting Governments to inspect ships of other Contracting States if there are clear grounds for believing that the ship and its equipment do not substantially comply with the requirements of the Convention - this procedure is known as port State control. The current SOLAS Convention includes Articles setting out general obligations, amendment procedure and so on, followed by an Annex divided into 14 Chapters.
The degree of subdivision - measured by the maximum permissible distance between two adjacent bulkheads - varies with ship's length and the service in which it is engaged. The highest degree of subdivision applies to passenger ships.
Requirements covering machinery and electrical installations are designed to ensure that services which are essential for the safety of the ship, passengers and crew are maintained under various emergency conditions.
"Goal-based standards" for oil tankers and bulk carriers were adopted in 2010, requiring new ships to be designed and constructed for a specified design life and to be safe and environmentally friendly, in intact and specified damage conditions, throughout their life. Under the regulation, ships should have adequate strength, integrity and stability to minimize the risk of loss of the ship or pollution to the marine environment due to structural failure, including collapse, resulting in flooding or loss of watertight integrity.
Regulations in Chapter IV cover undertakings by contracting governments to provide radiocommunication services as well as ship requirements for carriage of radiocommunications equipment. The Chapter is closely linked to the Radio Regulations of the International Telecommunication Union.
The subjects covered include the maintenance of meteorological services for ships; the ice patrol service; routeing of ships; and the maintenance of search and rescue services.
This Chapter also includes a general obligation for masters to proceed to the assistance of those in distress and for Contracting Governments to ensure that all ships shall be sufficiently and efficiently manned from a safety point of view.
The chapter makes mandatory the carriage of voyage data recorders (VDRs) and automatic ship identification systems (AIS).
Part A - Carriage of dangerous goods in packaged form - includes provisions for the classification, packing, marking, labelling and placarding, documentation and stowage of dangerous goods. Contracting Governments are required to issue instructions at the national level and the Chapter makes mandatory the International Maritime Dangerous Goods (IMDG) Code, developed by IMO, which is constantly updated to accommodate new dangerous goods and to supplement or revise existing provisions.
Part A-1 - Carriage of dangerous goods in solid form in bulk - covers the documentation, stowage and segregation requirements for these goods and requires reporting of incidents involving such goods.
Part B covers Construction and equipment of ships carrying dangerous liquid chemicals in bulk and requires chemical tankers to comply with the International Bulk Chemical Code (IBC Code).
Part C covers Construction and equipment of ships carrying liquefied gases in bulk and gas carriers to comply with the requirements of the International Gas Carrier Code (IGC Code).
Part D includes special requirements for the carriage of packaged irradiated nuclear fuel, plutonium and high-level radioactive wastes on board ships and requires ships carrying such products to comply with the International Code for the Safe Carriage of Packaged Irradiated Nuclear Fuel, Plutonium and High-Level Radioactive Wastes on Board Ships (INF Code).
The chapter requires carriage of dangerous goods to be in compliance with the relevant provisions of the International Maritime Dangerous Goods Code (IMDG Code).
Regulation XI-2/5 requires all ships to be provided with a ship security alert system. ,Regulation XI-2/6 covers requirements for port facilities, providing among other things for Contracting Governments to ensure that port facility security assessments are carried out and that port facility security plans are developed, implemented and reviewed in accordance with the ISPS Code. Other regulations in this chapter cover the provision of information to IMO, the control of ships in port, (including measures such as the delay, detention, restriction of operations including movement within the port, or expulsion of a ship from port), and the specific responsibility of Companies.
Chapter II-1 - Construction - Subdivision and stability, machinery and electrical installations
Chapter II-2 - Fire protection, fire detection and fire extinction
Chapter III - Life-saving appliances and arrangements
Chapter IV - Radiocommunications
Chapter V - Safety of navigation
Chapter VI - Carriage of Cargoes
Chapter VII - Carriage of dangerous goods
Chapter VIII - Nuclear ships
Chapter IX - Management for the Safe Operation of Ships
Chapter X - Safety measures for high-speed craft
Chapter XI-1 - Special measures to enhance maritime safety
Chapter XI-2 - Special measures to enhance maritime security
Chapter XII - Additional safety measures for bulk carriers
Chapter XIII - Verification of compliance
Chapter XIV - Safety measures for ships operating in polar waters
SOLAS Regulations for Emergency Generator, Transition battery and Emergency Batteries
SOLAS Regulation for life raft
Equipment contain in Life Raft as per SOLAS
Regulations of superstructure and where it's written
Regulations for the emergency source of electric power on cargo ships
Compare the regulations for emergency generator and emergency batteries
Regulations for emergency switchboard
Regulation for Starting of emergency generating sets
Compare the regulations for emergency generator and emergency batteries
Regulations for emergency switchboard
Regulation for Starting of emergency generating sets
The SOLAS Convention in its successive forms is generally regarded as the most important of all international treaties concerning the safety of merchant ships. The first version was adopted in 1914, in response to the Titanic disaster, the second in 1929, the third in 1948, and the fourth in 1960. The 1974 version includes the tacit acceptance procedure - which provides that an amendment shall enter into force on a specified date unless, before that date, objections to the amendment are received from an agreed number of Parties.
As a result the 1974 Convention has been updated and amended on numerous occasions. The Convention in force today is sometimes referred to as SOLAS, 1974, as amended.
Technical provisions
The main objective of the SOLAS Convention is to specify minimum standards for the construction, equipment and operation of ships, compatible with their safety. Flag States are responsible for ensuring that ships under their flag comply with its requirements, and a number of certificates are prescribed in the Convention as proof that this has been done. Control provisions also allow Contracting Governments to inspect ships of other Contracting States if there are clear grounds for believing that the ship and its equipment do not substantially comply with the requirements of the Convention - this procedure is known as port State control. The current SOLAS Convention includes Articles setting out general obligations, amendment procedure and so on, followed by an Annex divided into 14 Chapters.
Chapter I - General Provisions
Includes regulations concerning the survey of the various types of ships and the issuing of documents signifying that the ship meets the requirements of the Convention. The Chapter also includes provisions for the control of ships in ports of other Contracting Governments.Chapter II-1 - Construction - Subdivision and stability, machinery and electrical installations
The subdivision of passenger ships into watertight compartments must be such that after assumed damage to the ship's hull the vessel will remain afloat and stable. Requirements for watertight integrity and bilge pumping arrangements for passenger ships are also laid down as well as stability requirements for both passenger and cargo ships.The degree of subdivision - measured by the maximum permissible distance between two adjacent bulkheads - varies with ship's length and the service in which it is engaged. The highest degree of subdivision applies to passenger ships.
Requirements covering machinery and electrical installations are designed to ensure that services which are essential for the safety of the ship, passengers and crew are maintained under various emergency conditions.
"Goal-based standards" for oil tankers and bulk carriers were adopted in 2010, requiring new ships to be designed and constructed for a specified design life and to be safe and environmentally friendly, in intact and specified damage conditions, throughout their life. Under the regulation, ships should have adequate strength, integrity and stability to minimize the risk of loss of the ship or pollution to the marine environment due to structural failure, including collapse, resulting in flooding or loss of watertight integrity.
Chapter II-2 - Fire protection, fire detection and fire extinction
Includes detailed fire safety provisions for all ships and specific measures for passenger ships, cargo ships and tankers.They include the following principles: division of the ship into main and vertical zones by thermal and structural boundaries; separation of accommodation spaces from the remainder of the ship by thermal and structural boundaries; restricted use of combustible materials; detection of any fire in the zone of origin; containment and extinction of any fire in the space of origin; protection of the means of escape or of access for fire-fighting purposes; ready availability of fire-extinguishing appliances; minimization of the possibility of ignition of flammable cargo vapour.Chapter III - Life-saving appliances and arrangements
The Chapter includes requirements for life-saving appliances and arrangements, including requirements for life boats, rescue boats and life jackets according to type of ship. The International Life-Saving Appliance (LSA) Code gives specific technical requirements for LSAs and is mandatory under Regulation 34, which states that all life-saving appliances and arrangements shall comply with the applicable requirements of the LSA Code.Chapter IV - Radiocommunications
The Chapter incorporates the Global Maritime Distress and Safety System (GMDSS). All passenger ships and all cargo ships of 300 gross tonnage and upwards on international voyages are required to carry equipment designed to improve the chances of rescue following an accident, including satellite emergency position indicating radio beacons (EPIRBs) and search and rescue transponders (SARTs) for the location of the ship or survival craft.Regulations in Chapter IV cover undertakings by contracting governments to provide radiocommunication services as well as ship requirements for carriage of radiocommunications equipment. The Chapter is closely linked to the Radio Regulations of the International Telecommunication Union.
Chapter V - Safety of navigation
Chapter V identifies certain navigation safety services which should be provided by Contracting Governments and sets forth provisions of an operational nature applicable in general to all ships on all voyages. This is in contrast to the Convention as a whole, which only applies to certain classes of ship engaged on international voyages.The subjects covered include the maintenance of meteorological services for ships; the ice patrol service; routeing of ships; and the maintenance of search and rescue services.
This Chapter also includes a general obligation for masters to proceed to the assistance of those in distress and for Contracting Governments to ensure that all ships shall be sufficiently and efficiently manned from a safety point of view.
The chapter makes mandatory the carriage of voyage data recorders (VDRs) and automatic ship identification systems (AIS).
Chapter VI - Carriage of Cargoes
The Chapter covers all types of cargo (except liquids and gases in bulk) "which, owing to their particular hazards to ships or persons on board, may require special precautions". The regulations include requirements for stowage and securing of cargo or cargo units (such as containers). The Chapter requires cargo ships carrying grain to comply with the International Grain Code.Chapter VII - Carriage of dangerous goods
The regulations are contained in three parts:Part A - Carriage of dangerous goods in packaged form - includes provisions for the classification, packing, marking, labelling and placarding, documentation and stowage of dangerous goods. Contracting Governments are required to issue instructions at the national level and the Chapter makes mandatory the International Maritime Dangerous Goods (IMDG) Code, developed by IMO, which is constantly updated to accommodate new dangerous goods and to supplement or revise existing provisions.
Part A-1 - Carriage of dangerous goods in solid form in bulk - covers the documentation, stowage and segregation requirements for these goods and requires reporting of incidents involving such goods.
Part B covers Construction and equipment of ships carrying dangerous liquid chemicals in bulk and requires chemical tankers to comply with the International Bulk Chemical Code (IBC Code).
Part C covers Construction and equipment of ships carrying liquefied gases in bulk and gas carriers to comply with the requirements of the International Gas Carrier Code (IGC Code).
Part D includes special requirements for the carriage of packaged irradiated nuclear fuel, plutonium and high-level radioactive wastes on board ships and requires ships carrying such products to comply with the International Code for the Safe Carriage of Packaged Irradiated Nuclear Fuel, Plutonium and High-Level Radioactive Wastes on Board Ships (INF Code).
The chapter requires carriage of dangerous goods to be in compliance with the relevant provisions of the International Maritime Dangerous Goods Code (IMDG Code).
Chapter VIII - Nuclear ships
Gives basic requirements for nuclear-powered ships and is particularly concerned with radiation hazards. It refers to detailed and comprehensive Code of Safety for Nuclear Merchant Ships which was adopted by the IMO Assembly in 1981.Chapter IX - Management for the Safe Operation of Ships
The Chapter makes mandatory the International Safety Management (ISM) Code, which requires a safety management system to be established by the shipowner or any person who has assumed responsibility for the ship (the "Company").Chapter X - Safety measures for high-speed craft
The Chapter makes mandatory the International Code of Safety for High-Speed Craft (HSC Code).Chapter XI-1 - Special measures to enhance maritime safety
The Chapter clarifies requirements relating to authorization of recognized organizations (responsible for carrying out surveys and inspections on Administrations' behalves); enhanced surveys; ship identification number scheme; and port State control on operational requirements.Chapter XI-2 - Special measures to enhance maritime security
Regulation XI-2/3 of the chapter enshrines the International Ship and Port Facilities Security Code (ISPS Code). Part A of the Code is mandatory and part B contains guidance as to how best to comply with the mandatory requirements. Regulation XI-2/8 confirms the role of the Master in exercising his professional judgement over decisions necessary to maintain the security of the ship. It says he shall not be constrained by the Company, the charterer or any other person in this respect.Regulation XI-2/5 requires all ships to be provided with a ship security alert system. ,Regulation XI-2/6 covers requirements for port facilities, providing among other things for Contracting Governments to ensure that port facility security assessments are carried out and that port facility security plans are developed, implemented and reviewed in accordance with the ISPS Code. Other regulations in this chapter cover the provision of information to IMO, the control of ships in port, (including measures such as the delay, detention, restriction of operations including movement within the port, or expulsion of a ship from port), and the specific responsibility of Companies.
Chapter XII - Additional safety measures for bulk carriers
The Chapter includes structural requirements for bulk carriers over 150 metres in length.1 Definitions
2 Application
3 Implementation schedule
4 Damage stability requirements applicable to bulk carriers
5 Structural strength of bulk carriers
6 Structural and other requirements for bulk carriers.
7 Survey of the cargo hold structure of bulk carriers
8 Information on compliance with requirements for bulk carriers
9 Requirements for bulk carriers not being capable of complying with regulation 4.2 due to the design configuration of their cargo holds
10 Solid bulk cargo density declaration
11 Loading instrument
12 Hold, ballast and dry space water level detectors
13 Availability of pumping systems
14 Restrictions from sailing with any hold empty.
Regulation 1:- Definitions
1. Bulk carrier means a Ship which is intended primarily to carry dry cargo in bulk, including such types as ore carrier and combination carriers.
2. Bulk carrier of single side skin construction means a bulk carrier in which
(i) any part of a cargo hold is bounded by the side shell; or
(ii) Where one or more cargo holds are bounded by a double-side skin, the width of which is less than 760mm in B/C constructed before 01-january-2000 & less than 1000mm in bulk carriers constructed on or after 01-january-2000 but before 1-july-2006, the distance being measured perpendicular to the side shell. Such ship include combination carriers in which any part of a cargo hold is bounded by the shell.
3. Solid bulk cargo means any material, other than liquid or gas, consisting of a combination of particles, granules or any larger pieces of material, generally uniform in composition, which is loaded directly into the cargo spaces of a ship without any intermediate form of containment.
4. Bulk carrier bulkhead and double bottom strength standards means the ‘‘Standards for the evaluation of scantlings of the transverse watertight vertically corrugated bulkhead between the two foremost cargo holds and for the evaluation of allowable hold loading of the foremost cargo hold’’ adopted by resolution 4 of the Conference of Contracting Governments to the International Convention for the SOLAS-74, on 27-November 1997, as may be amended by the Organization, provided that such amendments are adopted, brought into force and take effect in accordance with the provisions of article VIII of the present Convention concerning the amendment procedures applicable to the annex other than chapter I.
Regulation 2:- Application
Bulk carriers shall comply with the requirements of this chapter in addition to the applicable requirements of other chapters.
Regulation 3:- Implementation schedule
(This regulation applies to bulk carriers constructed before 01-July-1999)
Bulk carriers to which regulations 4 or 6 apply shall comply with the provisions of such regulations according to the following schedule, with reference to the enhanced programme of inspections.
1. bulk carriers which are 20 years of age and over on 01-July-1999, by the date of the first intermediate survey or the first periodical survey after 1 July 1999, whichever comes first;
2. bulk carriers which are 15 years of age and over but less than 20 years of age on 01-July-1999, by the date of the first periodical survey after 01-July-1999, but not later than 01-July-2002; and
3. bulk carriers which are less than 15 years of age on 01-July-1999, by the date of the first periodical survey after the date on which the ship reaches 15 years of age, but not later than the date on which the ship reaches 17 years of age.
Regulation 4:- Damage stability requirements applicable to bulk carriers
1. Bulk carriers of 150 m in length and upwards of single side skin construction, designed to carry solid bulk cargoes having a density of 1,000 kg/m3 and above, constructed on or after 01-July-1999 shall, when loaded to the summer load line, be able to withstand flooding of any one cargo hold in all loading conditions and remain afloat in a satisfactory condition of equilibrium.
2. Bulk carriers of 150 m in length and upwards of single side skin construction, carrying solid bulk cargoes having a density of 1,780 kg/m3 and above, constructed before 01-July-1999 shall, when loaded to the summer load line, be able to withstand flooding of the foremost cargo hold in all loading conditions and remain afloat in a satisfactory condition of equilibrium.
3. The permeability of a loaded hold shall be assumed as 0.9 and the permeability of an empty hold shall be assumed as 0.95, unless a permeability relevant to a particular cargo is assumed for the volume of a flooded hold occupied by cargo and a permeability of 0.95 is assumed for the remaining empty volume of the hold.
4. Bulk carriers constructed before 01-July-1999 which have been assigned a reduced freeboard, in compliance with the International Convention on Load Lines as complying with paragraph 2 of this regulation.
Regulation 5:- Structural strength of bulk carriers
(This regulation applies to bulk carriers constructed on or after 1 July 1999)
Bulk carriers of 150 m in length and upwards of single side skin construction, designed to carry solid bulk cargoes having a density of 1,000 kg/m3 and above, shall have sufficient strength to withstand flooding of any one cargo hold in all loading and ballast conditions, taking also into account dynamic effects resulting from the presence of water in the hold, and taking into account the recommendations adopted by the Organization.
Regulation 6:- Structural and other requirements for bulk carriers.
(This regulation applies to bulk carriers constructed before 1 July 1999)
1. Bulk carriers of 150 m in length and upwards of single side skin construction, carrying solid bulk cargoes having a density of 1,780 kg/m3 and above, shall comply with the requirements of this regulation in accordance with the implementation schedule specified in regulation 3.
2. The transverse watertight bulkhead between the two foremost cargo holds and the double bottom of the foremost cargo hold shall have sufficient strength to withstand flooding of the foremost cargo hold, taking also into account dynamic effects resulting from the presence of water in the hold, in compliance with the bulk carrier bulkhead and double bottom strength standards. For the purpose of this regulation, the bulk carrier bulkhead and double bottom strength standards shall be treated as mandatory.
3. In considering the need for, and the extent of, strengthening of the transverse watertight bulkhead or double bottom to meet the requirements of paragraph 2, the following restrictions may be taken into account:
(1) restrictions on the distribution of the total cargo weight between the cargo holds; and
(2) restrictions on the maximum deadweight.
4. For bulk carriers using either of, or both, the restrictions given in paragraphs 3.1 and 3.2 above for the purpose of fulfilling the requirements of paragraph 2, these restrictions shall be complied with whenever solid bulk cargoes having a density of 1,780 kg/m3 and above are carried.
Regulation 7:- Survey of the cargo hold structure of bulk carriers.
(This regulation applies to bulk carriers constructed before 1 July 1999)
A bulk carrier of 150 m in length and upwards of single side skin construction, of 10 years of age and over, shall not carry solid bulk cargoes having a density of 1,780 kg/m3 and above unless it has satisfactorily undergone either:
1. a periodical survey in accordance with the enhanced programme of inspections. or
2. a survey of all cargo holds to the same extent as required for periodical surveys in the enhanced survey programme of inspections.
Regulation 8:- Information on compliance with requirements for bulk carriers.
1. The booklet required by regulation VI/7.2 shall be endorsed by the Administration or on its behalf to indicate that regulations 4, 5, 6 and 7 as appropriate, are complied with.
2. Any restrictions imposed on the carriage of solid bulk cargoes having a density of 1,780 kg/m3 and above in accordance with the requirements of regulation 6 shall be identified and recorded in the booklet referred to in paragraph 1.
3. A bulk carrier to which paragraph 2 applies shall be permanently marked on the side shell at amidships, port and starboard, with a solid equilateral triangle having sides of 500 mm and its apex 300 mm below the deck line, and painted a contrasting colour to that of the hull.
Regulation 9:- Requirements for bulk carriers not being capable of complying with regulation 4.2 due to the design configuration of their cargo holds.
(This regulation applies to bulk carriers constructed before 1 July 1999)
For bulk carriers being within the application limits of regulation 4.2, which have been constructed with an insufficient number of transverse watertight bulkheads to satisfy that regulation, the Administration may allow relaxation from the application of regulations 4.2 and 6 on condition that they shall comply with the following requirements:
1. for the foremost cargo hold, the inspections prescribed for the annual survey in the enhanced programme of inspections required by regulation XI/2 shall be replaced by the inspections prescribed therein for the intermediate survey of cargo holds;
2. are provided with bilge well high water level alarms in all cargo holds, or in cargo conveyor tunnels, as appropriate, giving an audible and visual alarm on the navigation bridge, as approved by the Administration or an organization recognized by it in accordance with the provisions of regulation XI/1; and
3. are provided with detailed information on specific cargo hold flooding scenarios. This information shall be accompanied by detailed instructions on evacuation preparedness under the provisions of section 8 of the International Safety Management (ISM) Code and be used as the basis for crew training and drills.
Regulation 10:- Solid bulk cargo density declaration
1. Prior to loading bulk cargo on a bulk carrier, the shipper shall declare the density of the cargo, in addition to providing the cargo information required by regulation VI/2.
2. For bulk carriers to which regulation 6 applies, unless such bulk carriers comply with all the relevant requirements of this chapter applicable to the carriage of solid bulk cargoes having a density of 1,780 kg/m3 and above, any cargo declared to have a density within the range 1,250 kg/m3 to 1,780 kg/m3 shall have its density verified by an accredited testing organization.
Regulation 11:- Loading instrument
(This regulation applies to bulk carriers regardless of their date of construction)
1. Bulk carriers of 150 m in length and upwards shall be fitted with a loading instrument capable of providing information on hull girder shear forces and bending moments, taking into account the recommendation adopted by the Organization.
2. Bulk carriers of 150m in length and upwards constructed before 1 July 1999 shall comply with the requirements of paragraph 1 not later than the date of the first intermediate or periodical survey of the ship to be carried out after 1 July 1999.
Regulation 12:- Hold, ballast and dry space water level detectors
(This regulation applies to bulk carriers regardless of their date of construction)
1. Bulk carriers shall be fitted with water level detectors:
(1) in each cargo hold, giving audible and visual alarms, one when the water level above the inner bottom in any hold reaches a height of 0.5m and another at a height not less than 15% of the depth of the cargo hold but not more than 2m. On bulk carriers to which regulation 9.2 applies, detectors with only the latter alarm need be installed. The water level detectors shall be fitted in the aft end of the cargo holds. For cargo holds which are used for water ballast, an alarm overriding device may be installed. The visual alarms shall clearly discriminate between the two different water levels detected in each hold;
(2) in any ballast tank forward of the collision bulkhead required by regulation II-1/11, giving an audible and visual alarm when the liquid in the tank reaches a level not exceeding 10% of the tank capacity. An alarm overriding device may be installed to be activated when the tank is in use; and
(3) in any dry or void space other than a chain cable locker, any part of which extends forward of the foremost cargo hold, giving an audible and visual alarm at a water level of 0.1m above the deck. Such alarms need not be provided in enclosed spaces the volume of which does not exceed 0.1% of the ship’s maximum displacement volume.
2. The audible and visual alarms specified in paragraph 1 shall be located on the navigation bridge.
3. Bulk carriers constructed before 1 July 2004 shall comply with the requirements of this regulation not later than the date of the annual, intermediate or renewal survey of the ship to be carried out after 1 July 2004, whichever comes first.
Regulation 13:- Availability of pumping systems
(This regulation applies to bulk carriers regardless of their date of construction)
1. On bulk carriers, the means for draining and pumping ballast tanks forward of the collision bulkhead and bilges of dry spaces any part of which extends forward of the foremost cargo hold, shall be capable of being brought into operation from a readily accessible enclosed space, the location of which is accessible from the navigation bridge or propulsion machinery control position without traversing exposed freeboard or superstructure decks. Where pipes serving such tanks or bilges pierce the collision bulkhead, valve operation by means of remotely operated actuators may be accepted, as an alternative to the valve control specified in regulation, provided that the location of such valve controls complies with this regulation.
2. Bulk carriers constructed before 1 July 2004 shall comply with the requirements of this regulation not later than the date of the first intermediate or renewal survey of the ship to be carried out after 1 July 2004, but in no case later than 1 July 2007.
Regulation 14:- Restrictions from sailing with any hold empty
Bulk carriers of 150m in length and upwards of single-side skin construction, carrying cargoes having a density of 1,780 kg/m3 and above, if not meeting the requirements for withstanding flooding of any one cargo hold and the standards and criteria for side structures of bulk carriers of single- side skin construction, shall not sail with any hold loaded to less than 10% of the hold's maximum allowable cargo weight when in the full load condition, after reaching 10years of age. The applicable full load condition for this regulation is a load equal to or greater than 90% of the ship's deadweight at the relevant assigned freeboard.
2 Application
3 Implementation schedule
4 Damage stability requirements applicable to bulk carriers
5 Structural strength of bulk carriers
6 Structural and other requirements for bulk carriers.
7 Survey of the cargo hold structure of bulk carriers
8 Information on compliance with requirements for bulk carriers
9 Requirements for bulk carriers not being capable of complying with regulation 4.2 due to the design configuration of their cargo holds
10 Solid bulk cargo density declaration
11 Loading instrument
12 Hold, ballast and dry space water level detectors
13 Availability of pumping systems
14 Restrictions from sailing with any hold empty.
Regulation 1:- Definitions
1. Bulk carrier means a Ship which is intended primarily to carry dry cargo in bulk, including such types as ore carrier and combination carriers.
2. Bulk carrier of single side skin construction means a bulk carrier in which
(i) any part of a cargo hold is bounded by the side shell; or
(ii) Where one or more cargo holds are bounded by a double-side skin, the width of which is less than 760mm in B/C constructed before 01-january-2000 & less than 1000mm in bulk carriers constructed on or after 01-january-2000 but before 1-july-2006, the distance being measured perpendicular to the side shell. Such ship include combination carriers in which any part of a cargo hold is bounded by the shell.
3. Solid bulk cargo means any material, other than liquid or gas, consisting of a combination of particles, granules or any larger pieces of material, generally uniform in composition, which is loaded directly into the cargo spaces of a ship without any intermediate form of containment.
4. Bulk carrier bulkhead and double bottom strength standards means the ‘‘Standards for the evaluation of scantlings of the transverse watertight vertically corrugated bulkhead between the two foremost cargo holds and for the evaluation of allowable hold loading of the foremost cargo hold’’ adopted by resolution 4 of the Conference of Contracting Governments to the International Convention for the SOLAS-74, on 27-November 1997, as may be amended by the Organization, provided that such amendments are adopted, brought into force and take effect in accordance with the provisions of article VIII of the present Convention concerning the amendment procedures applicable to the annex other than chapter I.
Regulation 2:- Application
Bulk carriers shall comply with the requirements of this chapter in addition to the applicable requirements of other chapters.
Regulation 3:- Implementation schedule
(This regulation applies to bulk carriers constructed before 01-July-1999)
Bulk carriers to which regulations 4 or 6 apply shall comply with the provisions of such regulations according to the following schedule, with reference to the enhanced programme of inspections.
1. bulk carriers which are 20 years of age and over on 01-July-1999, by the date of the first intermediate survey or the first periodical survey after 1 July 1999, whichever comes first;
2. bulk carriers which are 15 years of age and over but less than 20 years of age on 01-July-1999, by the date of the first periodical survey after 01-July-1999, but not later than 01-July-2002; and
3. bulk carriers which are less than 15 years of age on 01-July-1999, by the date of the first periodical survey after the date on which the ship reaches 15 years of age, but not later than the date on which the ship reaches 17 years of age.
Regulation 4:- Damage stability requirements applicable to bulk carriers
1. Bulk carriers of 150 m in length and upwards of single side skin construction, designed to carry solid bulk cargoes having a density of 1,000 kg/m3 and above, constructed on or after 01-July-1999 shall, when loaded to the summer load line, be able to withstand flooding of any one cargo hold in all loading conditions and remain afloat in a satisfactory condition of equilibrium.
2. Bulk carriers of 150 m in length and upwards of single side skin construction, carrying solid bulk cargoes having a density of 1,780 kg/m3 and above, constructed before 01-July-1999 shall, when loaded to the summer load line, be able to withstand flooding of the foremost cargo hold in all loading conditions and remain afloat in a satisfactory condition of equilibrium.
3. The permeability of a loaded hold shall be assumed as 0.9 and the permeability of an empty hold shall be assumed as 0.95, unless a permeability relevant to a particular cargo is assumed for the volume of a flooded hold occupied by cargo and a permeability of 0.95 is assumed for the remaining empty volume of the hold.
4. Bulk carriers constructed before 01-July-1999 which have been assigned a reduced freeboard, in compliance with the International Convention on Load Lines as complying with paragraph 2 of this regulation.
Regulation 5:- Structural strength of bulk carriers
(This regulation applies to bulk carriers constructed on or after 1 July 1999)
Bulk carriers of 150 m in length and upwards of single side skin construction, designed to carry solid bulk cargoes having a density of 1,000 kg/m3 and above, shall have sufficient strength to withstand flooding of any one cargo hold in all loading and ballast conditions, taking also into account dynamic effects resulting from the presence of water in the hold, and taking into account the recommendations adopted by the Organization.
Regulation 6:- Structural and other requirements for bulk carriers.
(This regulation applies to bulk carriers constructed before 1 July 1999)
1. Bulk carriers of 150 m in length and upwards of single side skin construction, carrying solid bulk cargoes having a density of 1,780 kg/m3 and above, shall comply with the requirements of this regulation in accordance with the implementation schedule specified in regulation 3.
2. The transverse watertight bulkhead between the two foremost cargo holds and the double bottom of the foremost cargo hold shall have sufficient strength to withstand flooding of the foremost cargo hold, taking also into account dynamic effects resulting from the presence of water in the hold, in compliance with the bulk carrier bulkhead and double bottom strength standards. For the purpose of this regulation, the bulk carrier bulkhead and double bottom strength standards shall be treated as mandatory.
3. In considering the need for, and the extent of, strengthening of the transverse watertight bulkhead or double bottom to meet the requirements of paragraph 2, the following restrictions may be taken into account:
(1) restrictions on the distribution of the total cargo weight between the cargo holds; and
(2) restrictions on the maximum deadweight.
4. For bulk carriers using either of, or both, the restrictions given in paragraphs 3.1 and 3.2 above for the purpose of fulfilling the requirements of paragraph 2, these restrictions shall be complied with whenever solid bulk cargoes having a density of 1,780 kg/m3 and above are carried.
Regulation 7:- Survey of the cargo hold structure of bulk carriers.
(This regulation applies to bulk carriers constructed before 1 July 1999)
A bulk carrier of 150 m in length and upwards of single side skin construction, of 10 years of age and over, shall not carry solid bulk cargoes having a density of 1,780 kg/m3 and above unless it has satisfactorily undergone either:
1. a periodical survey in accordance with the enhanced programme of inspections. or
2. a survey of all cargo holds to the same extent as required for periodical surveys in the enhanced survey programme of inspections.
Regulation 8:- Information on compliance with requirements for bulk carriers.
1. The booklet required by regulation VI/7.2 shall be endorsed by the Administration or on its behalf to indicate that regulations 4, 5, 6 and 7 as appropriate, are complied with.
2. Any restrictions imposed on the carriage of solid bulk cargoes having a density of 1,780 kg/m3 and above in accordance with the requirements of regulation 6 shall be identified and recorded in the booklet referred to in paragraph 1.
3. A bulk carrier to which paragraph 2 applies shall be permanently marked on the side shell at amidships, port and starboard, with a solid equilateral triangle having sides of 500 mm and its apex 300 mm below the deck line, and painted a contrasting colour to that of the hull.
Regulation 9:- Requirements for bulk carriers not being capable of complying with regulation 4.2 due to the design configuration of their cargo holds.
(This regulation applies to bulk carriers constructed before 1 July 1999)
For bulk carriers being within the application limits of regulation 4.2, which have been constructed with an insufficient number of transverse watertight bulkheads to satisfy that regulation, the Administration may allow relaxation from the application of regulations 4.2 and 6 on condition that they shall comply with the following requirements:
1. for the foremost cargo hold, the inspections prescribed for the annual survey in the enhanced programme of inspections required by regulation XI/2 shall be replaced by the inspections prescribed therein for the intermediate survey of cargo holds;
2. are provided with bilge well high water level alarms in all cargo holds, or in cargo conveyor tunnels, as appropriate, giving an audible and visual alarm on the navigation bridge, as approved by the Administration or an organization recognized by it in accordance with the provisions of regulation XI/1; and
3. are provided with detailed information on specific cargo hold flooding scenarios. This information shall be accompanied by detailed instructions on evacuation preparedness under the provisions of section 8 of the International Safety Management (ISM) Code and be used as the basis for crew training and drills.
Regulation 10:- Solid bulk cargo density declaration
1. Prior to loading bulk cargo on a bulk carrier, the shipper shall declare the density of the cargo, in addition to providing the cargo information required by regulation VI/2.
2. For bulk carriers to which regulation 6 applies, unless such bulk carriers comply with all the relevant requirements of this chapter applicable to the carriage of solid bulk cargoes having a density of 1,780 kg/m3 and above, any cargo declared to have a density within the range 1,250 kg/m3 to 1,780 kg/m3 shall have its density verified by an accredited testing organization.
Regulation 11:- Loading instrument
(This regulation applies to bulk carriers regardless of their date of construction)
1. Bulk carriers of 150 m in length and upwards shall be fitted with a loading instrument capable of providing information on hull girder shear forces and bending moments, taking into account the recommendation adopted by the Organization.
2. Bulk carriers of 150m in length and upwards constructed before 1 July 1999 shall comply with the requirements of paragraph 1 not later than the date of the first intermediate or periodical survey of the ship to be carried out after 1 July 1999.
Regulation 12:- Hold, ballast and dry space water level detectors
(This regulation applies to bulk carriers regardless of their date of construction)
1. Bulk carriers shall be fitted with water level detectors:
(1) in each cargo hold, giving audible and visual alarms, one when the water level above the inner bottom in any hold reaches a height of 0.5m and another at a height not less than 15% of the depth of the cargo hold but not more than 2m. On bulk carriers to which regulation 9.2 applies, detectors with only the latter alarm need be installed. The water level detectors shall be fitted in the aft end of the cargo holds. For cargo holds which are used for water ballast, an alarm overriding device may be installed. The visual alarms shall clearly discriminate between the two different water levels detected in each hold;
(2) in any ballast tank forward of the collision bulkhead required by regulation II-1/11, giving an audible and visual alarm when the liquid in the tank reaches a level not exceeding 10% of the tank capacity. An alarm overriding device may be installed to be activated when the tank is in use; and
(3) in any dry or void space other than a chain cable locker, any part of which extends forward of the foremost cargo hold, giving an audible and visual alarm at a water level of 0.1m above the deck. Such alarms need not be provided in enclosed spaces the volume of which does not exceed 0.1% of the ship’s maximum displacement volume.
2. The audible and visual alarms specified in paragraph 1 shall be located on the navigation bridge.
3. Bulk carriers constructed before 1 July 2004 shall comply with the requirements of this regulation not later than the date of the annual, intermediate or renewal survey of the ship to be carried out after 1 July 2004, whichever comes first.
Regulation 13:- Availability of pumping systems
(This regulation applies to bulk carriers regardless of their date of construction)
1. On bulk carriers, the means for draining and pumping ballast tanks forward of the collision bulkhead and bilges of dry spaces any part of which extends forward of the foremost cargo hold, shall be capable of being brought into operation from a readily accessible enclosed space, the location of which is accessible from the navigation bridge or propulsion machinery control position without traversing exposed freeboard or superstructure decks. Where pipes serving such tanks or bilges pierce the collision bulkhead, valve operation by means of remotely operated actuators may be accepted, as an alternative to the valve control specified in regulation, provided that the location of such valve controls complies with this regulation.
2. Bulk carriers constructed before 1 July 2004 shall comply with the requirements of this regulation not later than the date of the first intermediate or renewal survey of the ship to be carried out after 1 July 2004, but in no case later than 1 July 2007.
Regulation 14:- Restrictions from sailing with any hold empty
Bulk carriers of 150m in length and upwards of single-side skin construction, carrying cargoes having a density of 1,780 kg/m3 and above, if not meeting the requirements for withstanding flooding of any one cargo hold and the standards and criteria for side structures of bulk carriers of single- side skin construction, shall not sail with any hold loaded to less than 10% of the hold's maximum allowable cargo weight when in the full load condition, after reaching 10years of age. The applicable full load condition for this regulation is a load equal to or greater than 90% of the ship's deadweight at the relevant assigned freeboard.
Chapter XIII - Verification of compliance
Makes mandatory from 1 January 2016 the IMO Member State Audit Scheme.Chapter XIV - Safety measures for ships operating in polar waters
The chapter makes mandatory, from 1 January 2017, the Introduction and part I-A of the International Code for Ships Operating in Polar Waters (the Polar Code)
SOLAS Regulations for Emergency Generator, Transition battery and Emergency Batteries
All passenger and cargo vessels shall be provided with emergency sources of electrical power, for essential services under emergency conditions.
Emergency generator and emergency switchboard of the ship should be located above the uppermost continuous deck, away from machinery space, behind the collision bulkhead.
The main switchboard of the ship should not interface with supply, control, and distribution of emergency power.
Emergency source of power should be capable of operating with a list of up to 22 ½ ° and a trim of up to 10 °
The generator should have independent fuel supply having flash point not less than 43°C.
Emergency generator should be capable of giving power for the period of 18 hours for the cargo ship and 36 hours for the passenger ship.
Emergency generator should start at 0°C and if temperature fall below this then there should be heating arrangement.
Emergency generator should come on load automatically within 45s after the failure of main power supply.
If the emergency generator fails to come on load the indication should be given to ECR.
Emergency generator should have two different starting arrangement
Primary may be the battery, should fully charge all time and capable of providing 3 consecutive Start.
Secondary may be pneumatic or hydraulic, capable of providing 3 consecutive starts within 30 mint, and 1st start within 12 mint.
The Emergency source of electrical power in Passenger Ship-
The emergency generator shall be automatically started and connected within 45 sec
Capable of supplying simultaneously at least the following services for the period of 36 hours
Emergency lightening (at the alleyway, stairways, and exits, muster and embarkation stations, machinery space, control room, main and emergency switchboard, firemen’s outfits storage positions, steering gear room)
Fire detecting and alarming system
Internal communication equipment
Daylight signaling lamp and ship’s whistle
Navigation equipment
Radio installations, (VHF, MF, MF/HF)
Watertight doors
One of the fire pumps, emergency bilge pump
A set of automatically connected Emergency batteries must be capable of carrying certain essential services for the period of 30 min
Emergency Lighting
Navigational Light
Fire detecting and Alarm System
Internal communication equipment
Daylight signaling lamp and ship whistle
The Emergency source of electrical power in Cargo Ship-
The emergency generator shall be automatically started and connected within 45 sec
Capable of supplying simultaneously at least the following services for the period of 18 hours
Emergency lightening (at the alleyway, stairways, and exits, muster and embarkation stations, machinery space, control room, main and emergency switchboard, firemen’s outfits storage positions, steering gear room)
Navigational Light
Fire detecting and Alarm System
Internal communication equipment
Daylight signaling lamp and ship whistle
One of the fire pumps, emergency bilge pump
Radio installations, (VHF, MF, MF/HF)
SOLAS Regulations for Battery of the ship –
The ship where the emergency source of electrical power is an accumulator battery, it shall be capable of carrying loads without recharging and battery voltage throughout discharge period must be maintained within 12% above or below its nominal voltage.
The battery system is automatically connected to the loss of main power.
Batteries are required as the transitional power source for 30 min for following items-
Fire detecting and fire alarm
Navigational Light
Emergency Lighting
Internal communication equipment
List of equipment connected to the Emergency Power source on the ship-
Emergency Lighting
Emergency steering motor
Emergency fire pump
Emergency air compressor
Necessary machines to start one generator
Emergency alarms
Engine room ventilation fan
Watertight door
Communication
Fire detecting and fire alarm
Bridge control console
Cargo control console
Engine room control console
Battery charger for emergency generator
Foam pump
The rescue boat, life raft davit & Lifeboat
Navigational and signal lights
Battery charging panel
The compressor of breathing apparatus
GMDSS radio console
Remove control Valves
Navigational Equipment
SOLAS Regulation for life raft
(a) Inflatable life raft contain inflation cylinder which contain CO2 Gas.(b) CO2 gas containing small amount of NITROGEN gas to act as an Anti-freeze, also CO2 is non-flammable and also weight is more than the AIR hence add buoyancy to raft, freezing point of CO2 is -78 deg c, so it can inflate life raft even at -15deg c.
(c) It shall be capable of being inflated by ONE person.
(d) No life raft shall be Approved which has a carrying capacity of less than 6 person.
(e) The total mass of the life raft with its container and its equipment shall not become more than 180 kg.
(f) Inflation shall be completed within a period of 1 min at an ambient temp. of between 18 deg c to 20 deg c, And within a period of 3 min at an ambient temp. of -30 deg c.
(g) A life raft shall be constructed so as to be capable of withstanding exposure for 30 days afloat in any sea condition.
(h) A life raft shall be constructed so that when, packed in its container, it is dropped into the water from a height of 18 meter the life raft and its equipment are not damaged. A life raft, when afloat, shall be capable of withstanding the number of jumps onto it equal to the number of members of its complement, from a height of at least 4.5 m above its floor.
(i) A life raft and its towing patch shall be so constructed as to enable the life raft to be towed at a speed of 3 knots in calm water when it is loaded with its full complement and equipment and one of its sea anchors is streamed.
(j) Life raft shall be provide insulation against heat and cold by means of either two layer of material separated by an air gap. Shall be provided to prevent accumulation of water in the air gap.
(k) It shall be provided with means to mount a Survival Craft Radar Transponder at a height of at least one meter above the SEA.
(l) Efficient Painter of length equal to not less than 15 m.
(m) A manually controlled Lamp shall be fitted to the top of the life raft canopy, the light shall be “ white” and be capable of operating continuously for at least 12 hrs. with a luminous intensity not less than 4.3 cd, in all direction of the upper hemisphere, the flashes rate not less than 50 and not more than 70 per minute.
(n) Minimum carrying capacity to be 6 person. Locationed on ship in forward ( 6 person ) At embarkation station in port and stbd side ( on my vessel 16 person )
(o) Breaking Strength of Painter:
15 KN for more than 25 person life raft permitted to accommodate.
10 KN for 9 to 24
7.5 KN for any how.
Equipment contain in Life Raft as per SOLAS
Q. Equipment contain in Life Raft as per SOLAS.
Ans:-(a) Mirror / Heliograph = 1
(b) Sponges = 2
(c) Buoyant paddles = 2
(d) Hand Flares = 6
(e) Rocket parachutes = 4
(f) Smoke signals =2
(g) EPIRB = 1
(h) SART = 1
(i) Food Ration = 500 gms/ person / days upto 3 days ( not less than 10000 kJ/each person )
(j) Water = 500 ml / person / days upto 3 days
(k) Knife = 1
(l) Survival instruction booklet = 1
(m) Topping Up pump and Bellow
(n) Anti-sea sickness tablets = 50
(o) Buoyant bailers = 2
(p) Waterproof torch = 1
(q) Daylight signaling lamp.
(r) Radar reflector = 1
(s) First Aid Kit in water proof case = 1 box
(t) Fishing tackle = 1 set
(u) Compass = 1
(v) Sea Anchor = 2
(w) Whistle = 1
(x) Tin opener = 3
(y) Thermal Protective aid = 2
Q. Marking on life raft as per SOLAS:
(1) Maker’s name or Trade mark
(2) Serial number
(3) Date when last serviced
(4) Length of painter
(5) Maximum permitted height of stowage above water line
(6) Type of emergency pack enclosed
(7) Date of manufacture ( month and year )
(8) Capacity of life raft
(9) Launching instruction
(10) SOLAS
(11) Name of approve authority.
Regulations of superstructure and where it's written
Ans:- As per SOLAS:- Where a long forward superstructure is fitted, the forepeak or collision bulkhead on all passenger ships shall be extended weathertight to the next full deck above the bulkhead deck. The extension shall be so arranged as to preclude the possibility of the bow door causing damage to it in the case of damage to, or detachment of, a bow door.
Where a long forward superstructure is fitted the collision bulkhead shall be extended weathertight to the deck next above the freeboard deck. The extension need not be fitted directly above the bulkhead below provided it is located within the limits.
In passenger ships constructed on or after 1 July 1997, the open end of air pipes terminating within a superstructure shall be at least 1 m above the waterline when the ship heels to an angle of 15 degree, or the maximum angle of heel during intermediate stages of flooding, as determined by direct calculation, whichever is the greater. Alternatively, air pipes from tanks other than oil tanks may discharge through the side of the superstructure. The provisions of this paragraph are without prejudice to the provisions of the International Convention on Load Lines in force.
Main vertical zones are those sections into which the hull, superstructure and deckhouses are divided by ‘‘A’’ class divisions, the mean length and width of which on any deck does not in general exceed 40 m. Access doors, air inlets and openings to accommodation spaces, service spaces, control stations and machinery spaces shall not face the cargo area. They shall be located on the transverse bulkhead not facing the cargo area or on the outboard side of the superstructure or deckhouse at a distance of at least 4% of the length of the ship, but not less than 3 m from the end of the superstructure or deckhouse facing the cargo area. This distance need not exceed 5 m.The arrangement of ventilation inlets and outlets and other deckhouse
and superstructure boundary space openings. Such vents, especially for machinery spaces, shall be situated as far aft as practicable. Due consideration in this regard shall be given when the ship is equipped to load or discharge at the stern. Sources of ignition such as electrical equipment shall be so arranged as to avoid an explosion hazard.In ships carrying more than 36 passengers, the hull, superstructure and deckhouses shall be subdivided into main vertical zones by ‘‘A-60’’ class divisions.
Steps and recesses shall be kept to a minimum, but where they are necessary they shall also be ‘‘A-60’’ class divisions.
If the helideck forms the deckhead of a deckhouse or superstructure, it shall be insulated to ‘‘A-60’’ class standard.
The ship’s identification number shall be permanently marked: in a visible place either on the stern of the ship or on either side of the hull, amidships port and starboard, above the deepest assigned load line or either side of the superstructure, port and starboard or on the front of the superstructure or, in the case of passenger ships, on a horizontal surface visible from the air.
On bulk carriers, the means for draining and pumping ballast tanks forward of the collision bulkhead and bilges of dry spaces any part of which extends forward of the foremost cargo hold, shall be capable of being brought into operation froma readily accessible enclosed space, the location of which is accessible from the navigation bridge or propulsion machinery control position without traversing exposed freeboard or superstructure decks.
Regulations for the emergency source of electric power on cargo ships
Ans:- SOLAS Chapter II-1: Construction – structure, stability, installations Part D: Electrical installations
Regulation 43 :- Emergency source of electrical power in cargo ships
1(a) A self-contained emergency source of electrical power shall be provided.
(b) The emergency source of electrical power, associated transforming equipment, if any, transitional source of emergency power, emergency switchboard and emergency lighting switchboard shall be located above the uppermost continuous deck and shall be readily accessible from the open deck. They shall not be located forward of the collision bulkhead, except where permitted by the Administration in exceptional circumstances.
(c) The location of the emergency source of electrical power, associated transforming equipment, if any, the transitional source of emergency power, the emergency switchboard and the emergency lighting switchboard in relation to the main source of electrical power, associated transforming equipment, if any, and the main switchboard shall be such as to ensure to the satisfaction of the Administration that a fire or other casualty in the space containing the main source of electrical power, associated transforming equipment, if any, and the main switchboard, or in any machinery space of category A will not interfere with the supply, control and distribution of emergency electrical power. As far as practicable the space containing the emergency source of electrical power, associated transforming equipment, if any, the transitional source of emergency electrical power and the emergency switchboard shall not be contiguous to the boundaries of machinery spaces of category A or those spaces containing the main source of electrical power, associated transforming equipment, if any, and the main switchboard.
(d) Provided that suitable measures are taken for safeguarding independent emergency operation under all circumstances, the emergency generator may be used, exceptionally, and for short periods, to supply non-emergency circuits.
2. The electrical power available shall be sufficient to supply all those services that are essential for safety in an emergency, due regard being paid to such services as may have to be operated simultaneously. The emergency source of electrical power shall be capable, having regard to starting currents and the transitory nature of certain loads, of supplying simultaneously at least the following services for the periods specified hereinafter, if they depend upon an electrical source for their operation:
(a) For a period of 3 h, emergency lighting at every muster and embarkation station and over the sides.
(b) For a period of 18 h, emergency lighting:
-in all service and accommodation alleyways, stairways and exits, personnel lift cars and personnel lift trunks;
- in the machinery spaces and main generating stations including their control positions;
- in all control stations, machinery control rooms, and at each main and emergency switchboard;
- at all stowage positions for firemen’s outfits;
- at the steering gear;
- at the fire pump , at the sprinkler pump, if any, and at the emergency bilge pump, if any, and at the starting positions of their motors; and
- in all cargo pump-rooms of tankers
(c) For a period of 18 h:
- the navigation lights and other lights required by the International Regulations for Preventing Collisions at Sea in force;
- on ships constructed on or after 1 February 1995 the VHF radio installation required by regulation IV/7.1.1 and IV/7.1.2; and, if applicable:
(i) the MF radio installation.
(ii) the ship earth station required, and
(iii) the MF/HF radio installation required by regulations.
(d) For a period of 18 h:
-all internal communication equipment as required in an emergency;
- the shipborne navigational equipment.
- the fire detection and fire alarm system; and
- intermittent operation of the daylight signalling lamp, the ship’s whistle, the manually operated call points and all internal signals that are required in an emergency; unless such services have an independent supply for the period of 18 h from an accumulator battery suitably located for use in an emergency.
(e) For a period of 18 h one of the fire pumps if dependent upon the emergency generator for its source of power.
2.6.1 For the period of time required by regulation for the steering gear where it is required to be so supplied by that regulation.
2.6.2 In a ship engaged regularly in voyages of short duration, the Administration if satisfied that an adequate standard of safety would be attained may accept a lesser period than the 18 h period specified in paragraphs 2.2 to 2.5 but not less than 12 h.
3 The emergency source of electrical power may be either a generator or an accumulator battery, which shall comply with the following:
Compare the regulations for emergency generator and emergency batteries
Ans:- Where the emergency source of electrical power is a generator, it shall be:
1 driven by a suitable prime mover with an independent supply of fuel, having a flashpoint of not less than 43 deg. C;
2 started automatically upon failure of the main source of electrical power supply unless a transitional source of emergency electrical power is provided;
3.where the emergency generator is automatically started, it shall be automatically connected to the emergency switchboard; and unless a second independent means of starting the emergency generator is provided the single source of stored energy shall be protected to preclude its complete depletion by the automatic starting system; and
4. provided with a transitional source of emergency electrical power, an emergency generator is provided capable both of supplying the emergency services being automatically started and supplying the required load as quickly as is safe and practicable subject to a maximum of 45s.
Where the emergency source of electrical power is an accumulator battery it shall be capable of:
1 carrying the emergency electrical load without recharging while maintaining the voltage of the battery throughout the discharge period within 12% above or below its nominal voltage;
2 automatically connecting to the emergency switchboard in the event of failure of the main source of electrical power; and
3 immediately supplying emergency services
4 For ships constructed on or after 1 July 1998, where electrical power is necessary to restore propulsion, the capacity shall be sufficient to restore propulsion to the ship in conjunction with other machinery, as appropriate, from a dead ship condition within 30 min after blackout.
5 The transitional source of emergency electrical power shall consist of an accumulator battery suitably located for use in an emergency which shall operate without recharging while maintaining the voltage of the battery throughout the discharge period within 12% above or below its nominal voltage and be of sufficient capacity and shall be so arranged as to supply automatically in the event of failure of either the main or the emergency source of electrical power for half an hour at least the following services if they depend upon an electrical source for their operation:
.1 the lighting for this transitional phase, the required emergency electric lighting, in respect of the machinery space and accommodation and service spaces may be provided by permanently fixed, individual, automatically charged, relay operated accumulator lamps; and
.2 all services for key operation, unless such services have an independent supply for the period specified from an accumulator battery suitably located for use in an emergency.
Regulations for emergency switchboard
Ans:-1 The emergency switchboard shall be installed as near as is practicable to the emergency source of electrical power.
2 Where the emergency source of electrical power is a generator, the emergency switchboard shall be located in the same space unless the operation of the emergency switchboard would thereby be impaired.
3 No accumulator battery fitted in accordance with this regulation shall be installed in the same space as the emergency switchboard. An indicator shall be mounted in a suitable place on the main switchboard or in the machinery control room to indicate when the batteries constituting either the emergency source of electrical power or the transitional source of electrical power referred to in paragraph 3.2 or 4 are being discharged.
4 The emergency switchboard shall be supplied during normal operation from the main switchboard by an interconnector feeder which is to be adequately protected at the main switchboard against overload and short circuit and which is to be disconnected automatically at the emergency switchboard upon failure of the main source of electrical power. Where the system is arranged for feedback operation, the interconnector feeder is also to be protected at the emergency switchboard at least against short circuit.
5 In order to ensure ready availability of the emergency source of electrical power, arrangements shall be made where necessary to disconnect automatically non-emergency circuits from the emergency switchboard to ensure that electrical power shall be available automatically to the
emergency circuits.
6 The emergency generator and its prime mover and any emergency accumulator battery shall be so designed and arranged as to ensure that they will function at full rated power when the ship is upright and when inclined at any angle of list up to 22.58 or when inclined up to 108 either in the fore or aft direction, or is in any combination of angles within those limits.
7 Provision shall be made for the periodic testing of the complete emergency system and shall include the testing of automatic starting arrangements.
Regulation for Starting of emergency generating sets
Ans:- Regulation 44:- Starting arrangements for emergency generating sets:
1 Emergency generating sets shall be capable of being readily started in their cold condition at a temperature of 0 deg. C. If this is impracticable, or if lower temperatures are likely to be encountered, provision acceptable to the Administration shall be made for the maintenance of heating arrangements, to ensure ready starting of the generating sets.
2 Each emergency generating set arranged to be automatically started shall be equipped with starting devices approved by the Administration with a stored energy capability of at least three consecutive starts. A second source of energy shall be provided for an additional three starts within 30 min unless manual starting can be demonstrated to be effective.
2.1 Ships constructed on or after 1 October 1994, in lieu of the provision of the second sentence of paragraph 2, shall comply with the following requirements: The source of stored energy shall be protected to preclude critical depletion by the automatic starting system, unless a second independent means of starting is provided. In addition, a second source of energy shall be provided for an additional three starts within 30 min unless manual starting can be demonstrated to be effective.
3 The stored energy shall be maintained at all times, as follows:
.1 electrical and hydraulic starting systems shall be maintained from the emergency switchboard;
.2 compressed air starting systems may be maintained by the main or auxiliary compressed air receivers through a suitable nonreturn valve or by an emergency air compressor which, if electrically driven, is supplied from the emergency switchboard;
.3 all of these starting, charging and energy storing devices shall be located in the emergency generator space; these devices are not to be used for any purpose other than the operation of the emergency generating set. This does not preclude the supply to the air receiver of the emergency generating set from the main or auxiliary compressed air system through the non-return valve fitted in the emergency generator space.
4.1 Where automatic starting is not required, manual starting is permissible, such as manual cranking, inertia starters, manually charged hydraulic accumulators, or powder charge cartridges, where they can be demonstrated as being effective.
4.2 When manual starting is not practicable, the requirements of paragraphs 2 and 3 shall be complied with except that starting may be manually initiated.
Regulations for Main and Emergency Fire Pump
Fire pumps are located in engine room and emergency fire pump is located in forward or aft bottom part of the ship are important fire fighting equipments for class A fires.
A. The requirement for the number of fire pump
a. In Passenger Ship of 4000 gross tonnage and upwards should have at least three fire pump and less than 4000 gross tonnages should have at least two fire pump
b. In Cargo ship of 1000 gross tonnage and upwards should have at least two fire pump and less than 1,000 gross tonnages should have at least two power-driven pumps, one of which shall be independently driven.
B. Capacity of fire pumps.
a. Passenger ships:- not less than the 2/3 of the flow rate of the bilge pumps.
b. Cargo ships:- Not less than the 4/3 of the flow rate of the bilge pumps of a passenger ship with the same dimension. Total need not to be more than 180m3/hr.
c. Each of the required fire pumps (excluding emergency fire pump) shall have a capacity greater than equal to 80% of total required capacity divided by the minimum number of required fire pumps.
d. None of the pump may have a capacity less than 25m3/hr.
e. Each pump must be capable in every circumstances, of delivering the two water jets required.
C. Regulations for Emergency Fire Pump
All passenger ships of 1000 GRT and upwards and in cargo ships of 2000 GRT and upwards must have fixed emergency fire pump independently driven by a self-cooled compression ignition engine or an electric motor driven by electric power from the emergency generator Emergency fire pump must be located outside of the E/R room, in the steering flat, shaft tunnel or in the forward part of the ship.
No direct access between the engine room and emergency fire pump. If access provided, it should be through an airlock arrangement.
Emergency fire pump must have own suction, the total suction head should not exceed 4.5 meters under any conditions of list or trim of the ship.
The capacity of the pump not less than 40 % of the total required the capacity of the fire pumps but in any case not less than 25 m3 / hr.
Should be capable of delivering 2 jets of water with minimum pressure not less than 2.1 bar.
The prime mover engine at that unit must be hand started and able to start with one man.
If the pump is fitted above the water level, the self-priming arrangement must be fitted.
If it is diesel engine driven,
Easily started in cold condition (0°C by hand cranking),
Fuel tank for engine shall contain sufficient to run on full load for at least 3 hrs
Sufficient reserve fuel for 15 hrs, store outside the machinery space.
Diesel power source of pump started in cold condition of 0° C by hand or by the power at least 6 times within a period of 30 minutes and at least twice within 1st 10 minutes.
If motor driven: emergency power supply heating arrangement to be provided.
Tank to have sufficient fuel for at least 3 hours and reserve fuel outside main machinery space to allow the pump to run for additional 15 hours.
Isolation to allow the pump to run for additional 15 hours not more than 40 meters to pressure integrity of fire main system.(Diameter of fire main: sufficient for maximum discharge from 2 pumps operating simultaneously except for cargo ship the diameter need be sufficient for a discharge of 140 m3 / hour.
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