SOR/90-26419905

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20241

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CANADA SHIPPING ACT, 2001Marine Machinery RegulationsRegulations Respecting the Construction, Installation and Inspection of Marine MachineryP.C.1990-744  19904

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His Excellency the Governor General in Council, on the recommendation of the Minister of Transport, pursuant to section 338* of the Canada Shipping Act, is pleased hereby to revoke the Liquified Petroleum Gas Regulations, C.R.C., c. 1437, the Steamship Machinery Construction Order, C.R.C., c. 1490, the Steamship Machinery Construction Regulations, C.R.C., c. 1491 and the Steamship Machinery Inspection Regulations, C.R.C., c. 1492, and to make the annexed Regulations respecting the construction, installation and inspection of marine machinery, in substitution therefor.*R.S., c. 6 (3rd Supp.), s. 47Short Title

1These Regulations may be cited as the Marine Machinery Regulations.

Interpretation

2(1)In these Regulations,Act means the Canada Shipping Act; (Loi)approved classification society means the American Bureau of Shipping, Bureau Veritas (Canada), Det norske Veritas, Lloyd’s Register of Shipping or Germanischer Lloyd; (société de classification agréée)assigned working pressure means the maximum fluid pressure to which the component with the lowest design working pressure in a system may be subjected and above which the system is protected from overpressure; (pression de service effective)auxiliary steering gear means the arrangements provided for effecting movement of the rudder of a ship in the event of failure of the main steering gear, but does not include the rudder stock, tiller or quadrant, or the component serving the same purpose as the tiller or quadrant, or, where fitted, the automatic-pilot system; (appareil à gouverner auxiliaire)boiler means a plant that generates steam or hot water under pressure by means of a flame, combustion gases or electrical heating elements, and includes the superheaters, economizers, valves and components necessary for the safety and operation of the plant; (chaudière)classification society means a society or association for the classification of ships; (société de classification)component means a unit or part of a unit that is identified in rules or codes and is to be installed as part of machinery; (élément)component inspection certificate means a certificate referred to in section 16; (certificat d’inspection d’élément)design working pressure means the maximum fluid pressure to which a component may be subjected during operating conditions; (pression de service nominale)fluid means a gas, vapour or liquid; (fluide)fuel oil unit means the facility, including pressure pumps, filters and heaters, dealing with oil at a pressure in excess of 180 kPa and used in the preparation of fuel oil for delivery to an oil-fired boiler or, where the oil is heated prior to delivery, to an internal combustion engine; (appareil à mazout)harmful substance[Repealed, SOR/2021-135, s. 65]inspection certificate[Repealed, SOR/2021-135, s. 65]inspector[Repealed, SOR/2021-135, s. 65]launch means a ship that has an open cockpit or a cockpit covered by a light trunk cabin in which passengers may be carried; (chaloupe)length means(a)in the case of a Safety Convention passenger ship, the horizontal distance measured between perpendiculars erected at the extreme ends of the deepest subdivision load line,(b)in the case of a ship, other than a Safety Convention passenger ship, that is required to be registered pursuant to the Act,(i)the distance measured from the fore-part of the uppermost end of the stem to the aft side of the head of the stern post, except that where a stern post is not fitted to the ship, it is the distance from the fore-part of the uppermost end of the stem to the foreside of the head of the rudder stock,(ii)where the ship has no rudder stock or has a rudder stock situated outside the hull at the stern, the distance measured from the foreside of the foremost permanent structure to the aft side of the aftermost permanent structure of the ship, but not including guards or rubbing strakes, or(iii)where the ship is a double-ended ship, the distance measured from the aft side of the forward rudder stock to the foreside of the aft rudder stock, and(c)in the case of a ship that is not required to be registered pursuant to the Act, the horizontal distance measured between perpendiculars erected at the extreme outside ends of the hull; (longueur)liquefied petroleum gas means a liquefied inflammable gas that is composed predominantly of hydrocarbons or mixtures of hydrocarbons such as propane, propylene, butane, butylene or butadene, and that has a Reid vapour pressure exceeding 276 kPa absolute at 38° C; (gaz de pétrole liquéfié)local steering gear control system[Repealed, SOR/2021-135, s. 65]machinery spaces means machinery spaces of category A and all other spaces containing propelling machinery, steering gears, boilers, steam and internal combustion engines, generators and major electrical machinery, oil filling stations, refrigerating, stabilizing, ventilation and air-conditioning machinery, and similar spaces, and trunks to the spaces; (tranche des machines)machinery spaces of category A means(a)spaces that contain(i)internal combustion-type machinery used for main propulsion or, where the aggregate of total power output is not less than 373 kW, for purposes other than main propulsion,(ii)an oil-fired boiler, or(iii)a fuel oil unit, and(b)trunks to spaces referred to in paragraph (a); (tranche des machines de catégorie A)main steering gear means the main steering gear power unit and actuator by which torque is applied to the rudder stock for the purposes of effecting movement of the rudder to steer a ship; (appareil à gouverner principal)major repairs means repairs or alterations to machinery that substantially alter the capacity, size or type of the machinery; (réparations majeures)material test certificate means a certificate referred to in section 10; (certificat d’essai de matériau)periodic general inspection[Repealed, SOR/2021-135, s. 65]periodic special inspection[Repealed, SOR/2021-135, s. 65]pressure vessel[Repealed, SOR/2021-135, s. 65]remote steering gear control system means the system by which required rudder movements are transmitted to the steering gear power unit controls from the bridge or another location in a ship, excluding the steering gear compartment; (système de commande à distance de l’appareil à gouverner)rudder actuator means a unit transmitting torque to a rudder stock(a)through an externally connected tiller, quadrant or similar component, or(b)directly through an integrally housed vane or similar component; (actionneur de gouvernail)rules or codes means rules, regulations or codes relating to the construction, installation and inspection of marine machinery, issued by an approved classification society; (règles ou codes)shipside door-operating mechanism[Repealed, SOR/2021-135, s. 65]steering gear power unit means(a)in the case of an electric steering gear, an electric motor and its associated electrical arrangements,(b)in the case of an electro-hydraulic steering gear, an electric motor, and its associated electrical arrangements and the connected hydraulic pump, and(c)in the case of a hydraulic steering gear, the driving engine and connected hydraulic pump; (groupe moteur d’appareil à gouverner)test pressure means the maximum pressure to which the fluid in a component or system may be subjected during inspection; (pression d’essai)unfired pressure vessel means a container subjected to internal or external pressure, where the pressure is produced without the application of heat from an external source or by the application of heat from an indirect source or by any combination thereof, and includes condensers, evaporators, air receivers, hydro-pneumatic tanks, hydraulic accumulators, heat exchangers and similar components, but does not include cooling or heating spaces of engines, pumps, compressors, piping and similar components; (récipient sous pression non chauffé)windlass means the machinery and arrangements principally employed in the lowering and raising of the anchors of a ship, but does not include the anchors and cables. (guindeau)(2)The units of measurement used in these Regulations are as defined in the Metric Practice Guide published by the Canadian Standards Association.(3)Unless specifically stated otherwise, all prescribed pressures are gauge pressures.SOR/2002-428, s. 1SOR/2021-135, s. 65

Application

3(1)Subject to subsection (2), these Regulations apply in respect of every ship as defined in Part XV of the Act.(2)These Regulations do not apply in respect of a pleasure yacht or a non-passenger, non-self-propelled ship, except in respect of(a)propulsion system boilers on board a pleasure yacht, where the yacht is in excess of five tons gross tonnage; and(b)boilers and compressed air receivers on board a non-passenger, non-self-propelled ship carrying a crew where the ship(i)may operate or ply on voyages more than 15 miles from land, or(ii)does not operate or ply on voyages more than 15 miles from land and the boilers or compressed air receivers have an assigned working pressure in excess of 103 kPa.(3)Despite subsection (1), these Regulations do not apply in respect of vessels to which the Vessel Construction and Equipment Regulations apply.SOR/2023-257, s. 515

Construction and Installation Standards

4(1)Any machinery referred to in Schedules I to XV that is constructed after the coming into force of these Regulations shall be constructed and installed in a ship in accordance with the following standards or specifications in force at the time the construction is commenced:(a)the standards or specifications in the rules or codes under which the machinery is being constructed; and(b)the design specifications set out in each item of Part I of the applicable schedule of Schedules I to XV and the general design specifications set out in Schedule XVI.(2)In the event of any inconsistency between the standards or specifications referred to in paragraph (1)(a) and the specifications referred to in paragraph (1)(b), the specifications referred to in paragraph (1)(b) shall prevail.(3)Any machinery referred to in subsection (1) that has been constructed in accordance with the standards or specifications in rules or codes of an approved classification society may be installed in a ship in accordance with the rules or codes of another approved classification society.

5(1)Subject to subsection (2), major repairs to machinery referred to in Schedules I to XV that was constructed before or after the coming into force of these Regulations, including the reinstallation of components associated with the machinery following the major repairs, shall be made in accordance with the standards or specifications referred to in subsection 4(1) in force at the time the major repairs are commenced.(2)Where making major repairs in accordance with subsection (1) would be impracticable or inappropriate, the major repairs may be made in accordance with the standards or specifications relating to construction set out in the regulations in force at the time construction of the machinery commenced.

6[Repealed, SOR/2021-135, s. 66]

Material Testing and Marking

7Specimen pieces of any material to be used in the construction of or repairs to machinery referred to in subsection 4(1) and required by the rules or codes under which the machinery is to be constructed to be tested prior to use shall be identified and shall, in the presence of an inspector, undergo, prior to the commencement of construction or repairs, the tests set out in those rules or codes.SOR/2015-161, s. 4

8(1)An inspector referred to in section 7 shall, prior to the commencement of a test, be provided with evidence that shows that all the material testing equipment to be used is in correct operational condition and adjustment.(2)The evidence referred to in subsection (1) may consist of current reports or certificates issued by an equipment testing organization that is accredited by the Standards Council of Canada.

9On completion of the tests in the presence of an inspector, referred to in section 7, the material shall be permanently marked in the presence of that inspector with(a)the information on the material test certificate set out in Schedule XVII under the heading “MARKING — MARQUES”; and(b)the Federal Identity Symbol as printed on a stamp provided by the inspector.

10An inspector shall issue a material test certificate in respect of a material in the form set out in Schedule XVII where(a)the specimen pieces of the material meet the test requirements set out in the rules or codes referred to in section 7; and(b)the material has been marked in accordance with section 9.

11(1)Notwithstanding sections 7 and 9, an exclusive surveyor to an approved classification society or a metallurgist certified by a provincial government or by any other authority having similar certification standards may witness the tests and marking referred to in those sections.(2)Where an exclusive surveyor or metallurgist referred to in subsection (1) witnesses the tests and marking of a material,(a)the material test certificate shall include all testing information, bear the identification symbol of the employer of the exclusive surveyor or metallurgist and be signed by the exclusive surveyor or metallurgist; and(b)the permanent marking on the material shall include the identification symbol of the employer of the exclusive surveyor or metallurgist.

12[Repealed, SOR/2021-135, s. 67]

13[Repealed, SOR/2021-135, s. 67]

14[Repealed, SOR/2021-135, s. 67]

15[Repealed, SOR/2021-135, s. 67]

Component Inspection Certificate and Marking

16Subject to section 17, where an inspector has carried out a construction inspection of machinery in accordance with subsection 12(2), the inspector shall issue a component inspection certificate in the form set out in Schedule XVIII for each component of that machinery that is constructed in accordance with these Regulations.

17Before issuing a component inspection certificate, an inspector shall ensure that the component is marked with the information on the certificate referred to in section 16 under the heading “MARKING — MARQUES”, including the Federal Identity Symbol.

18(1)The marking referred to in section 17 shall be conspicuous and not readily effaced, covered or removed, and shall be located(a)in the case of a hot-water boiler or a steam boiler, adjacent to an access or visual inspection opening;(b)in the case of an unfired pressure vessel, on an end plate;(c)in the case of a shaft, on the flange rim;(d)in the case of a propeller, on the hub; and(e)in the case of any other component, adjacent to the manufacturer’s permanent identification marking.(2)Where a component cannot be marked on a location referred to in subsection (1) because marking on the location would be physically impossible or unsafe or the marking would not be readily visible, the inspector may accept another suitable location for the marking.

19[Repealed, SOR/2021-135, s. 68]

20[Repealed, SOR/2021-135, s. 68]

21[Repealed, SOR/2021-135, s. 68]

22[Repealed, SOR/2021-135, s. 68]

23[Repealed, SOR/2021-135, s. 68]

24[Repealed, SOR/2021-135, s. 68]

25[Repealed, SOR/2021-135, s. 68]

SCHEDULE ISteam Boilers Having a Design Working Pressure Exceeding 350 kPaPART I(Section 4)Design SpecificationsItemRequirements1None.PARTS II to IV[Repealed, SOR/2021-135, s. 69]SOR/2021-135, s. 69SCHEDULE IILow-Pressure Steam Boilers Having a Design Working Pressure Not Exceeding 350 kPa and Hot-Water Boilers Having a Design Working Pressure Not Exceeding 1 100 kPa or a Design Temperature Not Exceeding 120°CPART I(Section 4)Design SpecificationsItemRequirements1None.PARTS II to IV[Repealed, SOR/2021-135, s. 70]SOR/2021-135, s. 70SCHEDULE IIIUnfired Pressure VesselsPART I(Section 4)Design SpecificationsItemRequirements1None.PARTS II to IV[Repealed, SOR/2021-135, s. 71]SOR/2021-135, s. 71SCHEDULE IVReciprocating EnginesPART I(Section 4)Design SpecificationsDIVISION IInternal Combustion Oil EnginesItemRequirements1None.DIVISION IISteam Reciprocating EnginesItemRequirements1None.PARTS II to IV[Repealed, SOR/2021-135, s. 72]SOR/2015-161, ss. 5, 6(F)SOR/2021-135, s. 72SCHEDULE VTurbine EnginesPART I(Section 4)Design SpecificationsDIVISION ISteam Turbine EnginesItemRequirements1None.DIVISION IIGas Turbine EnginesItemRequirements1None.PARTS II to IV[Repealed, SOR/2021-135, s. 73]SOR/2015-161, s. 7(F)SOR/2021-135, s. 73SCHEDULE VIReversing and Reduction Gearing, Shafting Systems and PropellersPART I(Section 4)Design SpecificationsDIVISION IReversing and Reduction GearingItemRequirements1None.DIVISION IIShafting SystemsItemRequirements1Screw shafts shall be made of (a)carbon steel protected from exposure to water in the stern bearing by a corrosion-resistant continuous liner, or non-continuous liners between each of which is a welded joint or a suitable bonded coating;(b)carbon steel protected from exposure to water by means of an oil lubricated stern bearing with internal and external glands;(c)corrosion resistant metal in accordance with rules or codes; or(d)carbon steel not fitted with the methods of water exposure protection referred to in subitem (a) or (b).2The screw shaft shall have the propeller attached by means of (a)a suitable shaft taper with a keyway that is(i)in sled runner form, or(ii)in a form where the top end is well rounded and smoothed off, with an adequate root radius;(b)a suitable shaft taper with no keyway; or(c)a coupling flange.DIVISION IIIPropellersItemRequirements1None.PARTS II to IV[Repealed, SOR/2021-135, s. 74]SOR/2015-161, ss. 8(E), 9(F)SOR/2021-135, s. 74SCHEDULE VIISteering Systems, Shipside Components and WindlassesPART I(Section 4)Design SpecificationsDIVISION ISteering SystemsItemRequirements1A steering gear compartment shall(a)be readily accessible;(b)as far as practicable, be separated from propulsion machinery and auxiliary machinery spaces; and(c)be equipped with a means of communication with the bridge.2All components and, in particular, non-duplicated essential components, shall be of sound and reliable construction, of adequate strength and protected against shock loading.3For essential components, bearings that are permanently lubricated or provided with lubrication fittings shall be utilized where required for the safe operation of the ship.4The pressure of the fluid for calculations to determine the scantlings of piping and steering gear components subjected to internal hydraulic pressure shall be at least 1.25 times the design working pressure under the operating conditions set out in item 9, taking into account any pressure that may exist in the low-pressure side of the system.5Where, due to dynamic loads on piping and steering gear components, pulsating pressures occur, the system design shall be such that fatigue does not cause material failure.6Relief valves shall be fitted to any part of the hydraulic system that can be isolated and in which pressure can be generated from the power source or from external forces.7Relief valve settings shall not exceed the design working pressure of the fluid set out in item 4 and the valves shall be of adequate size and arranged to avoid an undue rise in pressure above the design working pressure of the fluid.Steering Gears8Subject to items 19 and 20, the installation shall consist of totally independent main and auxiliary steering gears.9The main steering gear shall be designed, where the ship is at its deepest sea-going draft and(a)running ahead at maximum service speed, to put the rudder over(i)from 35 degrees on one side to 35 degrees on the other side, and(ii)from 35 degrees on either side to 30 degrees on the other side in not more than 28 seconds; and(b)running astern at maximum speed, for maximum rudder angle operation.10A main steering gear shall be power-operated(a)where necessary to meet the requirements of item 9; and(b)where a rudder stock of over 120 mm in diameter, excluding strengthening for navigation in ice, is required at the position of tiller attachment.11The auxiliary steering gear shall be designed, where the ship is at its deepest sea-going draft and running ahead one-half its maximum service speed or 7 knots, whichever is the greater, to put the rudder over from 15 degrees on one side to 15 degrees on the other side in not more than 60 seconds.12The auxiliary steering gear shall have the capacity to be brought safely and rapidly into action in an emergency.13An auxiliary steering gear shall be power-operated(a)where necessary to meet the requirements of item 11; and(b)where a rudder stock of over 230 mm in diameter, excluding strengthening for navigation in ice, is required at the position of tiller attachment.14A power-operated auxiliary steering gear unit and its associated control system and rudder angle indicator shall, where the rudder stock is required to be over 230 mm in diameter, excluding strengthening for navigation in ice, be provided automatically with an alternative power source within 45 seconds of the failure of the main power source, from(a)the emergency electric power source; or(b)an independent power source located in the steering gear compartment that is used solely for that purpose.15The alternative power source referred to in item 14 shall(a)in any ship of 10,000 tons gross tonnage or more be capable of at least 30 minutes continuous operation; and(b)in any other ship, be capable of at least 10 minutes continuous operation.16Main and auxiliary steering gear power units shall be (a)capable of being brought into operation from a location on the bridge;(b)arranged to start automatically where power is restored after a power failure; and(c)equipped with an audible and visual alarm located on the bridge to indicate a power failure to any one power unit.17Hydraulic power-operated main and auxiliary steering gears shall be equipped with the following: (a)arrangements to maintain the cleanliness of the hydraulic fluid, taking into consideration the type and design of the hydraulic system;(b)an audible and visual low-fluid-level alarm for each hydraulic fluid reservoir to give the bridge and the propulsion machinery space the earliest possible indication of hydraulic fluid leakage;(c)a fixed storage tank that has a contents gauge and sufficient capacity to refill the contents of at least one power-actuating system, including the reservoir, where the main steering gear is required to be power-operated; and(d)means by which the hydraulic systems can be readily and rapidly refilled from within the steering gear compartment through permanently connected piping leading from the storage tank.18Electric and electrohydraulic power-operated main and auxiliary steering gears shall meet the following requirements:(a)means for indicating whether the motors of the electric or electrohydraulic steering gears are running shall be installed on the bridge and at a suitable propulsion machinery control location;(b)each electric or electrohydraulic steering gear comprising one or more power units shall be served by at least two exclusive circuits fed directly from the main switchboard, where one of the circuits may be supplied through the emergency switchboard;(c)an electric or electrohydraulic auxiliary steering gear associated with an electric or electrohydraulic main steering gear may be connected to one of the circuits supplying the main steering gear if the circuits have adequate rating for supplying all motors that can be simultaneously connected to them and that may be required to operate simultaneously;(d)short-circuit protection and an overload alarm shall be provided for the circuits and motors, and where protection against excess current including starting current is provided for a circuit or motor, the protection shall be not less than twice the full load current of the circuit or motor, as the case may be and shall be arranged to permit the passage of the appropriate starting currents;(e)where a three-phase power supply is used, an alarm shall be provided to indicate failure of any one of the supply phases and the alarm shall be audible, visual and situated(i)in a conspicuous location in the main machinery space or control room from which the main machinery is normally controlled, and(ii)as may be required by Schedule VIII;(f)where an auxiliary steering gear that is in a ship of less than 1,600 tons gross tonnage and that is required to be power-operated is not electrically powered or is powered by an electric motor primarily intended for other services, the main steering gear may be fed by one circuit from the main switchboard; and(g)where an electric motor primarily intended for other services is arranged to power an auxiliary steering gear in a ship of less than 1,600 tons gross tonnage, protection arrangements for electric and electrohydraulic power-operated steering gears are not required to meet the requirements set out in paragraphs (d) and (e) if suitable alternative arrangements are made.19An auxiliary steering gear is not required where main steering gear power units and connections are fitted in duplicate if (a)for ships carrying more than 12 passengers, each steering gear power unit enables the steering gear to meet the requirements of item 9;(b)for ships carrying not more than 12 passengers, both steering gear power units operating together enable the steering gear to meet the requirements of item 9; and(c)for hydraulic-type steering gears, the main steering gear is arranged so that, after a single failure in its piping or in one of the steering gear power units, the defect can be isolated and steering capability can be maintained or rapidly regained, and for other types of steering gear, a similar standard can be achieved.20An auxiliary steering gear is not required for double-ended ships with two independent steering systems, one fore and one aft, if in the case of failure of one of the steering systems the corresponding rudder can be safely and rapidly brought back to the centre line and kept steady in that position.21For every tanker, chemical tanker or gas carrier of 10,000 tons gross tonnage or more and every other ship of 70,000 tons gross tonnage or more, the main steering gear shall comprise two or more identical power units that meet the requirements of item 19.22Subject to item 23, every tanker, chemical tanker or gas carrier of 10,000 tons gross tonnage or more shall meet the following requirements: (a)the main steering gear shall be so arranged that in the event of loss of steering capability due to a single failure in any part of one of the power-actuating systems of the main steering gear, excluding the tiller, quadrant or components serving the same purpose or a seizure of the rudder actuators, steering capability shall be regained in less than 45 seconds after the loss of one power actuating system;(b)the main steering gear shall comprise(i)two independent and separate power-actuating systems, each capable of meeting the requirements of item 9, or(ii)at least two identical power-actuating systems that, acting simultaneously in normal operation, shall be capable of meeting the requirements of item 9 if(A)interconnection of hydraulic power-actuating systems, where necessary, is provided, and(B)loss of hydraulic fluid from one of the systems is capable of being detected and that system is automatically isolated so that the other system or systems remain fully operational; and(c)steering gears, other than of the hydraulic type, shall achieve a standard equivalent to the standard referred to in subitem (b).23For tankers, chemical tankers or gas carriers of 10,000 tons gross tonnage or more, but of less than 100,000 tonnes deadweight, in the event of a single failure referred to in item 22 of a rudder actuator, the requirements set out in that item are not required to be met if(a)a safety standard equivalent to the standard set out in item 22 is achieved;(b)components meet the requirements of item 1 of Division II;(c)following loss of steering capability due to a single failure of any part of the piping system or in one of the power units, steering capability is regained within 45 seconds; and(d)where the steering gear includes only a single rudder actuator, the following factors are taken into special consideration in the actuator design and construction:(i)stress analyses including, as appropriate, fatigue analysis and fracture mechanics analysis,(ii)materials used, and(iii)hydraulic fluid sealing arrangements.DIVISION IINon-Duplicated Rudder Actuators for Tankers, Chemical Tankers and Gas Carriers of 10,000 Tons Gross Tonnage or more but less than 100,000 Tonnes DeadweightItemRequirements1Components that are subject to internal hydraulic pressure or that transmit mechanical forces to the rudder stock shall be made(a)of tested ductile materials in accordance with rules or codes; and(b)with pressure-retaining components that have a tensile strength of not more than 650 MPa and a percentage elongation of not less than 12 per cent.2The design working pressure shall be at least equal to the greater of(a)1.25 times the maximum pressure expected under the operating conditions set out in subitem 9(a) of Division I; and(b)the relief valve pressure setting.3In determining the scantlings of components of rudder actuators subject to internal hydraulic pressure, the following stresses are permitted: Sm shall not exceed fS1 shall not exceed 1.5fSb shall not exceed 1.5fS1 + Sb shall not exceed 1.5fSm + Sb shall not exceed 1.5fwhereSmis the equivalent primary general membrane stressS1is the equivalent primary local membrane stressSbis the equivalent primary bending stressfis the lesser of S_B/A or S_Y/BS_Bis the specified minimum tensile strength of material at ambient temperatureS_yis the specified minimum yield stress or 0.2 per cent proof stress of material at ambient temperatureA and B are as follows:SteelCast SteelNodular Cast IronA44.65.8B22.33.54Pressure-retaining components not requiring fatigue analysis and fracture mechanics analysis in accordance with subitem 7(d) of Division I of Part II are acceptable on the basis of a certified burst test and in that case, the detailed stress analysis required by subitem 7(c) of Division I of Part II is not required.5The minimum bursting pressure shall be calculated as follows:P_b = P. A s_Ba/SBwhereP_bis the minimum bursting pressurePis the design working pressure as set out in item 2Ais the applicable value set out in the table to item 3S_Bais the actual tensile strengthS_Bis the tensile strength determined in accordance with item 36The construction shall minimize local concentrations of stress and all welded joints within the pressure boundary of a rudder actuator or connecting parts transmitting mechanical loads shall be of the full penetration type or of an equivalent strength.7Oil seals between non-moving components, forming part of the external pressure boundary, shall be of the metal-on-metal type or of an equivalent type.8Oil seals between moving components, forming part of the external pressure boundary, shall be duplicated, so that the failure of one seal does not render the actuator inoperative, or shall have sealing arrangements providing equivalent protection against leakage.9Isolating valves shall be fitted at the connection of pipes to the actuator and shall be directly mounted on the actuator.10Relief valves for protecting the rudder actuator against over-pressure as required by items 6 and 7 of Division I shall meet the following requirements:(a)the setting pressure shall not be less than 1.25 times the maximum pressure expected under the operating conditions set out in subitem 9(a) of Division I;(b)the minimum discharge capacity of the relief valves shall not be less than the total capacity of all pumps that provide power for the actuator, increased by 10 per cent;(c)under operating conditions the rise in pressure shall not exceed 10 per cent of the setting pressure; and(d)in respect of subitems (b) and (c), account shall be given to extreme foreseen ambient conditions in respect of oil viscosity.11The rudder actuator shall be subjected to non-destructive testing in accordance with rules or codes to detect both surface flaws and volumetric flaws, and fracture mechanics analysis may be used for determining maximum allowable flaw size.DIVISION IIISteering ControlsItemRequirements1Steering-wheels or lever pointers shall(a)move to starboard to turn the bow of the ship to starboard; or(b)move to port to turn the bow of the ship to port.2A rudder direction and angle indicator, independent of the remote steering gear control system, shall be fitted on the bridge where the main steering system is power-operated or the length of the ship exceeds 20 m.3Main steering gears shall be controllable from the bridge and from an alternative location in the steering gear compartment or other suitable location taking into account operational and risk factors.4A rudder angle indicator shall be fitted at the alternative location referred to in item 3.5Subject to item 6, two independent remote control systems, not including the steering-wheel or lever, shall be fitted where a duplicate main steering gear system is fitted.6Except in a tanker, chemical tanker or gas carrier of 10,000 tons gross tonnage or more a second independent control system is not required to be fitted where the control system is a hydraulic telemotor.7The auxiliary steering gear shall be controllable from the steering gear compartment and, if power-operated, shall be operable from the bridge and independent of the main steering gear control system.8Any main and auxiliary steering gear control system operable from the bridge shall meet the following requirements:(a)if electric, it shall be served by its own separate circuit supplied from a steering gear power circuit from a point within the steering gear compartment or directly from switchboard busbars supplying that steering gear power circuit at a point on the switchboard adjacent to the supply to the steering gear power circuit;(b)means shall be provided in the steering gear compartment for disconnecting any control system that is operable from the bridge to the steering gear it serves;(c)the system shall be capable of being brought into operation from a location on the bridge;(d)in the event of a failure of the electrical power supply to the control system, an audible and visual alarm shall be given on the bridge; and(e)short circuit protection only shall be provided for steering gear control supply circuits.9Duplicate steering gear control systems, including pipes, electric power circuits and their components shall be separated, as far as practicable, throughout their length.DIVISION IVShipside ComponentsItemRequirements1For ships required to operate in ice-covered waters where ice may choke sea-water inlets, maintenance of essential sea-water supply shall be maintained by(a)diversion arrangements for warmed cooling water from overboard discharges into sea- water inlet boxes;(b)means to clear sea-water inlet boxes, preferably by steam that has a pressure not in excess of the design working pressure of the sea-water inlet boxes and that is vented to the upper deck by means of a valved pipe; and(c)ensuring sea-water inlet strainers have(i)perforations approximately 20 mm in diameter to prevent ingestion of large ice particles, and(ii)a strainer perforated area approximately 5 times the total cross-sectional area of the inlet pipes being served to ensure full fluid flow in slush ice conditions.DIVISION VWindlassesItemRequirements1None.PARTS II to IV[Repealed, SOR/2021-135, s. 75]SOR/2015-161, ss. 10(E), 11, 12(E), 13(E), 14(F), 15(E), 16(E)SOR/2021-135, s. 75SCHEDULE VIIIRemote Control and Monitoring Systems in Periodically Unattended Machinery SpacesPART I(Section 4)Design SpecificationsDIVISION IApplicationItemDescription of Ships1In this schedule,Group 1 ship means a ship in which machinery is controlled and monitored from the bridge and engineers do not maintain surveillance watch duties in the machinery spaces and that is certificated for the following voyages:(a)Foreign voyage, Home Trade Class I or II or Inland Waters Class I; or(b)Home Trade Class III or IV, Inland Waters Class II or Minor Waters where the propulsion total brake power of the ship exceeds 2000 kW;Group 2 ship means a ship in which machinery may be controlled from the bridge and at least one engineer is on watch in a remote central control room location only and that is certificated for the following voyages:(a)Foreign voyage, Home Trade Class I or II or Inland Waters Class I; or(b)Home Trade Class III or IV, Inland Waters Class II or Minor Waters where the propulsion total brake power of the ship exceeds 2000 kW;Group 3 ship means a ship(a)that has main propulsion and ship service reciprocating type-internal combustion engines;(b)in which machinery is controlled and monitored from the bridge or a central control room;(c)that is certificated for Home Trade voyages Class III or IV, Inland Waters Class II or Minor Waters voyages where the propulsion total brake power of the ship does not exceed 2000 kW; and(d)in which engineering personnel do not maintain surveillance watch duties within the machinery space.2This Schedule does not apply to Group 1, 2 or 3 ships that are(a)passenger ships;(b)non-passenger ships fitted with a remote machinery control location, which may be the bridge, where(i)the machinery space is continuously manned by an engineer maintaining surveillance watch duties who is capable of locally controlling the machinery, and(ii)bridge-to-machinery-space telegraphic and telephonic communication systems are fitted; and(c)non-passenger ships fitted with a machinery control location in a room within, or immediately adjacent to, the machinery space where(i)engineering personnel maintain regular surveillance watch duties within the machinery space, and(ii)an audible and visual alarm system provides a means to alert engineering personnel to return to the control location room.DIVISION IIGroup 1, 2 and 3 ShipsItemRequirements1Remote and automatic control and monitoring of machinery located in periodically unattended spaces shall offer the same level of safety from remote control locations as would be obtained if the machinery were arranged for continuous local manual control and monitoring by watchkeeping engineers.2Control, monitoring and safety devices and their location shall meet the requirements set out in rules or codes in respect of ship motion, structural vibration and atmospheric environment.3Every enclosed central control location shall have two means of access located remote from each other, except where such enclosures are so small that two means of access are impracticable.4Two sources of power to ensure continuous operation shall be provided for control, monitoring and alarm systems, and(a)where electrical power is used,(i)the systems shall be served by at least two exclusive circuits fed directly from the main switchboard, and one of the circuits shall be supplied through the emergency switchboard, where fitted, and these circuits shall not supply power for any other machinery, and(ii)a main-line disconnect or circuit-breaker for all console power shall be provided in a readily accessible location;(b)where pneumatic power is used, each source shall consist of an air compressor, separately supplied with power, and an air receiver, both of adequate capacity and arranged to allow cross connection or isolation; and(c)where hydraulic power is used, these sources shall be separate from any other hydraulic service requirements and each hydraulic pump shall be separately supplied with power.5Failure of control, monitoring and alarm systems or their power supply shall activate an audible and visual alarm at the central control location.6An audible and visual alarm system shall be provided to indicate any fault requiring attention and shall(a)be capable of sounding an audible alarm in the main machinery control room or at the propulsion machinery remote control location and of indicating each separate alarm function visually at a suitable location;(b)be connected to the engineers’ public rooms and to each of the engineers’ cabins through a selector switch that connects to at least one of the cabins at all times;(c)activate an audible and visual alarm on the bridge for any situation that requires action by or the attention of the officer on watch;(d)as far as practicable, be designed to have fail safe characteristics; and(e)activate the alarm in the engineers’ public rooms and cabins if an alarm has not received attention locally within a set time.7The alarm system shall be equipped to indicate at the same time more than one fault and the acceptance of an alarm shall not inhibit another alarm.8Acceptance at either of the locations referred to in subitem 6(a) of an alarm shall be indicated at the location where the alarm was activated.9An audible alarm shall sound until it is accepted and the visual indication of the alarm shall remain until the fault has been corrected, after which the alarm system shall automatically reset to the normal operating condition.10Machinery controls shall be designed to remain accurate throughout the operating range and to have fail safe characteristics.11Machinery controls shall be robust and easy to operate, not cause undue stress in systems being controlled and operate in a logical direction and sequence with a detent at the stop or neutral position.12A safety system shall be provided to ensure that a serious malfunction in boiler and other machinery operations that presents an immediate danger initiates the automatic shut-down of the boiler or other machinery and activates an alarm, except that shut-down of the propulsion system shall only be automatically activated in cases that could lead to serious damage, complete breakdown or explosion.13Where arrangements for overriding the shut-down of the main propelling machinery are fitted, the arrangements shall be such as to preclude inadvertent operation, and visual means shall be provided to indicate when the override has been activated.14Remote-controlled machinery systems and periodically unattended machinery spaces shall be equipped as follows:(a)a fire detection and alarm system shall be fitted that is capable of providing coverage(i)throughout the machinery spaces, and(ii)in boiler air supply and exhaust casings and internal combustion engine scavenge air belts on ships of 500 tons gross tonnage or more, where the casings and air belts are prone to fire;(b)fire detection and alarm systems shall be used and the location of scanners and types of detectors shall be based on the heat and smoke hazards involved and the required sensitivity of operation;(c)a fire control system with associated equipment shall be fitted in all machinery spaces to provide firefighting capability in accordance with(i)the Vessel Fire Safety Regulations, in the case of vessels in respect of which those Regulations apply, or(ii)the Fire Detection and Extinguishing Equipment Regulations, as they read immediately before being repealed, in any other case;(d)the remote fire control system shall be operable from an accessible location outside the machinery spaces;(e)the fire control location shall have instructions posted and all arrangements necessary for the operation of the system including, where applicable, stopping of machinery and fans, closing of valves, starting of remote fire pumps and release of smothering gas;(f)guards shall be provided to prevent leakage of oil from fuel oil systems from dripping or spraying onto hot surfaces; and(g)a fuel leakage collector system leading to a collector tank and fitted with an alarm to indicate leakage shall be fitted except where surveillance is required in accordance with item 67 of Subdivision II of Division IV for ships exempted from carrying watchkeeping engineers.15A reliable means of voice communication shall be provided between the main machinery control location or propulsion machinery control location and the bridge, the engineers’ cabins and the engineers’ public rooms.16Propulsion machinery orders from the bridge shall be indicated in the main machinery control room or at the propulsion machinery control station.17Manuals for the proper operation and maintenance of remote control and monitoring systems, containing all necessary information for normal and emergency operation and maintenance shall be provided aboard ship.18Testing procedure manuals for remote control and monitoring systems shall be provided aboard ship and the testing procedures shall(a)contain step-by-step or check-off stages and not impair the operation of the installed alarms and safety devices after testing under simulated fault conditions has been completed;(b)specify the frequency of testing, indicate the tools required to complete the testing and the location of the tools in the systems; and(c)be concise but sufficiently explicit to allow engineering personnel to carry out the testing and interpret the results.DIVISION IIIGroup 1 and 2 ShipsItemRequirementsMachinery1Internal combustion engines of 2250 kW or more or having cylinders of more than 300 mm bore shall be provided with crankcase oil mist detectors, engine-bearing temperature monitors or equivalent devices.2Where internal combustion engines are used for main propulsion, means shall be provided to keep the starting air pressure at the level required to start the engine.3The number of consecutive automatic attempts that fail to start an engine shall be limited in order to safeguard sufficient starting air pressure and an audible alarm set at a level that permits starting of the propulsion machinery shall be provided to indicate low starting air pressure.4The main source of electrical power shall meet the following requirements:(a)where the electrical power can under normal conditions be supplied by one generator, suitable load-shedding arrangements shall be provided to safeguard the supplies of power needed by propulsion, steering and safety systems; and(b)except where impracticable for ships of less than 1,600 tons gross tonnage, in the case of failure of the operating generator, adequate provision shall be made for automatic starting and connecting to the main switchboard of a stand-by generator of sufficient capacity to permit, in sequential operation where necessary, automatic restarting of the essential propulsion, steering and safety systems.5Where electrical power is supplied simultaneously by more than one generator in parallel operation, provision shall be made in case of failure of one of the operating generator sets to keep the remaining generator sets in operation without overload to permit propulsion and steering, and to ensure the safety of the ship.6Where stand-by machines are necessary for the operation of other auxiliary machinery essential to propulsion, automatic change-over devices shall be fitted.Controls and Alarms7Under all operating conditions the speed, direction of thrust and, where applicable, the pitch of the propeller shall be fully controllable by remote control from the bridge.8The remote control shall be operated by a single control device for each independent propeller with automatic performance of all associated services without causing overload of the propulsion machinery.9The main propulsion machinery shall be equipped with an emergency stopping device on the bridge that is independent of the bridge control system.10The control system shall be such that the services needed for the operation of the main propulsion machinery and its auxiliaries are performed automatically.11An audible and visual alarm shall be activated when the automatic change-over of the control power source is activated.12An alarm system that meets the requirements of items 7 to 9 of Division II shall be provided for all pressures, temperatures, fluid levels and other data essential to the safe operation of the ship.13A centralized control location shall be arranged with the necessary alarm panels and instrumentation to indicate that an alarm has been activated.14Remote control of the propulsion machinery shall be possible only from one location at a time and inter-connected control positions are permitted at each location.15At each location there shall be an indicator showing which location is in control of the propulsion machinery and the transfer of control between the bridge and machinery spaces shall be possible only in the main machinery space or in the machinery control room.16The control system shall include means to prevent, when the system transfers control from one location to another, the propelling thrust from altering to the extent that control of the ship is endangered.17All machinery essential for the safe operation of the ship shall be capable of being controlled locally.18The design of the remote automatic control system shall be such that an alarm is given on failure of the system and, unless impracticable, the preset speed and direction of thrust of the propeller is maintained until local control is in operation.19Indicators shall be fitted on the bridge for(a)propeller speed and direction of rotation in the case of fixed-pitch propellers; or(b)propeller speed and pitch position in the case of controllable-pitch propellers.20Bilge wells in periodically unattended machinery spaces shall be located and monitored in such a way that the accumulation of liquids is detected at normal angles of trim and heel, and shall be large enough to easily accommodate normal drainage during an unattended period.21Where the bilge pumps are capable of being started automatically, visual and audible alarms shall be provided to indicate when the influx of liquid is greater than the pump capacity or when the pump is operating more frequently than would be expected under normal conditions.22Where automatic bilge pumps are fitted,(a)an audible and visual alarm and shut-down arrangement shall be fitted in the system to operate in the event of oil being detected and the shut-down arrangement shall have an emergency manual override capability; and(b)valves that are open on dry bilges shall be automatically closed so that there is no loss of suction in bilge suction systems.23The position of the controls of any valve serving a sea inlet, a discharge below the water-line or a bilge injection system shall be located to allow adequate time for operation of the controls in case of an influx of water to the space, having regard to the time likely to be required to reach and operate the controls.24Arrangements shall be made to operate the controls from a position above the level to which the unattended space might become flooded when the ship is fully loaded.DIVISION IVGroup 3 ShipsSUBDIVISION IItemApplication1In this Division, the bridge control station includes the wheelhouse, its top and wings.SUBDIVISION IIItemRequirementsMain and Auxiliary Machinery Controls1Control locations shall have a visual indicator to show when they are in command and the central control location shall have monitors and alarms in accordance with items 65 and 66.2The machinery control arrangement shall be such that only one location can be in control at any one time, and with the exception of the override capability referred to in item 8, transfer of control from the central control location to local control shall not be possible until the receiving location has indicated its readiness to accept the intended transfer.3All essential machinery shall be capable of being fully operated locally when remote or automatic control systems are not operating.4Transfer to local control of machinery shall be easily and rapidly accomplished and any material or tools required to effect the transfer shall be permanently located at a convenient location adjacent to the machinery.5Where an engine is arranged to start automatically or by remote control, interlocks shall be provided to prevent starting of the engine under conditions that could be hazardous to the machinery, which conditions shall include turning gear engaged, low lubricating-oil pressure and, where applicable, shaft brake engaged.6Where an internal combustion engine is arranged to start automatically, the number of consecutive automatic attempts to start the engine without success shall be limited in order to safeguard sufficient starting air pressure or in the case of electric starting, sufficient battery power, for local attempts to start the engine.Main Propulsion Systems7Means shall be provided at the central control location and locally at the engines themselves to stop the main propulsion engines in an emergency and the emergency stopping devices shall be independent of the normal control system and adequately protected against accidental damage or operation.8Local control of the main propulsion engines shall have capability of overriding the remote control systems and there shall be an audible and visual alarm to alert the locations affected by an override in accordance with subitem 65(a)(i).9For ships of not more than 150 tons gross tonnage remote propulsion engine controls are not required to be power-operated and are not required to be in duplicate.10Prolonged running of a main propulsion engine in a restricted speed range shall be prevented automatically or an indication of restricted speed ranges shall be posted at each control location.Steering Systems11In the event of failure of the main steering system there shall be an auxiliary system capable of being brought into operation from the central control location within 45 seconds.Electrical Power Systems12In the event of failure of the electrical generator supplying ship service power where generated electrical energy is required for essential service, there shall be a stand-by generator capable of assuming all essential electrical load and, for ships in excess of 150 tons gross tonnage, the stand-by generator shall be arranged to assume the load automatically within 45 seconds.Boilers and Hot-Air Heating Units13Steam and hot-water boilers, hot-air heating units and associated systems shall be capable of automatic operation and of meeting requirements within design limitations under all working conditions.14Automatic operation shall include, as applicable, controls and monitors for fuel flow and temperature, combustion air flow, burner flame, feed-water flow, feed-water contamination by salt or oil, boiler pressure and hot-air heating unit circulating air flow.15The control and monitoring equipment shall be designed to prevent unsafe operation of the boiler or hot-air heating unit.16Any failure of control and monitoring equipment shall prevent continued operation of the boiler or hot-air heating unit and cause the fuel supply to be cut off and an audible and visual alarm to be activated in accordance with subitem 65(e).17A master fuel oil shut-off valve shall be fitted in the fuel supply line and shall close automatically in the event of(a)loss of flame;(b)inadequate air to support combustion;(c)abnormally high steam or water pressure in boilers;(d)loss of circulating fluid in hot-water boilers and hot-air heating units; or(e)water at a low level in steam boilers.18A fuel oil shut-off valve shall be fitted to each burner in the fuel supply line and the valve shall close automatically in the case of flame failure or whenever the automatic program requires that the master fuel oil shut-off valve be closed.19Automatic combustion controls shall be fitted to provide an adequate fuel-to-air ratio throughout the operational range.20Where the system is designed to light the initial burner automatically or from a remote location, purging of the combustion chamber and convection spaces shall automatically take place for a period that is sufficient to ensure at least four changes of air, which period shall last at least 15 seconds.21Adequate air flow and the correct position of the air registers and dampers shall be indicated before the purging period starts.22Fuel oil may be ignited by an electrical spark generated by a transformer having an output of not less than 10,000 volts, a glow plug or a light-oil pilot flame that has been electrically ignited.23A means of ignition system described in item 22 shall be provided for burners that are automatically or remote controlled.24The electrical ignition system shall be energized before or simultaneously with the introduction of fuel or light oil and shall remain energized during the trial-for-ignition period referred to in item 25.25Where fuel or light oil is electrically ignited, the flame safeguard control system shall provide a trial-for-ignition period of not more than 15 seconds, during which fuel or light oil may be introduced to the ignition source and, if a flame is not established within 15 seconds, the oil supply valve shall close automatically.26Where fuel oil is ignited by a light-oil pilot flame, the flame safeguard control shall provide a trial-for-ignition period of not more than 15 seconds, during which fuel oil may be introduced to the pilot flame and if a fuel oil flame is not established within 15 seconds the fuel oil supply valve to the pilot flame shall close automatically.27Fuel oil shall not be supplied to a burner before the light-oil pilot flame has been confirmed.28Flame safeguard controls of the thermostatic type operated by means of an open bi-metallic helix shall not be used.29A flame safeguard control shall be provided to each burner so that the fuel oil supply valve can be closed in not more than four seconds in the event of flame failure and the master fuel oil shut-off valve can be closed in the event of flame failure at all burners.30The failure of a component in the flame safeguard control shall cause a shut-down of the burner and the design of the control shall prevent automatic restarting.31The flame safeguard control shall be fitted with an audible and visual alarm in the event of flame failure and the control shall require resetting for restart purposes.32A low-fire interlock shall be fitted to a multi-burner boiler so that the lowest burner is ignited first, and the other burners shall not be ignited until the scanner indicates that there is a flame in the lowest burner.Steam Boilers33Automatically operated steam boilers shall be fitted with water-level controls and low water-level limit controls.34Water-level controls and low water-level limit controls may be of the float, electrode probe, thermostatic expansion tube or thermo-hydraulic type.35Water-level controls and low water-level limit controls shall be located to minimize the effect of the roll and pitch of the ship.36The low water-level limit control shall close the master fuel oil shut-off valve when the water level falls to a minimum safe level visible in the gauge glass and the system may include a five-second time delay to avoid shut-down due to the rolling and pitching of the ship.37After operation of the low water-level limit control, manual resetting of the control shall be required before the boiler burners can be re-lit.38Float-operated water-level and low water-level limit controls shall be so constructed that they will not be damaged by water levels above or below the operating range.39The low water-level limit control shall have independent connections to the boiler.40Water-level controls shall be so constructed that the water inlet valve cannot feed water into the boiler through the float chamber.41No outlet connection shall be placed on(a)the water-level control float chamber;(b)the low water-level limit control float chamber; or(c)pipes connecting the float chambers to the boiler.42For controls that are external to the boiler drum, the connections shall be fitted with shut-off valves locked and sealed in the open position and attached directly to the boiler drum.Auxiliary Systems43Subject to item 44, pumps and other components essential for main propulsion engine operation shall have stand-by pumps and components, and for ships of more than 150 tons gross tonnage, the stand-by pumps and components shall be arranged to start up automatically on failure of the operating pumps or other components.44In multi-engined ships where engines have integral pumps, a spare pump readily available for installation may be used in lieu of an automatic-starting stand-by pump.45Air compressors, refrigeration systems and other ship service systems that are essentially independent and self-controlled need not be controlled from a remote control location.46Bilge water high-level audible and visual alarms shall be fitted at the central control location in accordance with subitem 65(f)(vi) and shall monitor the following bilges:(a)aft port and starboard sides of each machinery space of category A; and(b)any bilge aft of the collision bulkhead on ships certificated for towing operations.47The bilge pumping systems shall be arranged to function for a reasonable period after the sounding of the bilge high-level alarm taking into account the size of the space bilges.48Where automatic bilge pumps are fitted(a)an audible and visual alarm and shut-down arrangements shall be fitted in the system to operate in the event of oil being detected and the shut-down arrangement shall have an emergency manual override capability; and(b)valves that are open on dry bilges shall be automatically closed so that there is no loss of suction in bilge systems.49Subject to item 50, the fire control system shall incorporate at least one fire pump capable of being controlled from the fire control location set out in subitem 14(e) of Division II.50For ships of 150 tons gross tonnage or less a manual fire pump and its controls, including means of opening the sea valve, may be installed in a suitable location on the deck in lieu of a remote-controlled pump.51Where valves in essential systems are normally closed to prevent frost damage to exposed piping, the controls for the valves shall be in readily accessible locations.52Where remote controls for valves are fitted, valve status indicators shall be fitted at the locations for the valve controls and valves located in locations liable to be flooded shall be capable of operating when submerged.53Where machinery space watertight doors are fitted, controls shall be fitted in accordance with the Hull Construction Regulations.54Fuel oil service tanks shall be capable of holding sufficient fuel for the total period of the normal ship operational route or for 24 hours normal operation, whichever is the lesser, at full power, except that where provision is made for automatic filling, the period may be reduced to eight hours.55If fuel tanks are required to be heated, fuel oil temperature shall be monitored and thermostatically controlled or the fuel tanks shall be fitted with a high-temperature audible and visual alarm in accordance with subitem 65(f)(iii).Remote Monitors56The central control location shall include monitoring indicators as set out in items 65 and 66.57Where continuously reading indicators are impracticable, demand display types may be fitted.58Direct reading indicators shall be fitted at the location of the machinery.59Where the control system automatically shuts down machinery for any reason, regaining of control following correction of the fault shall not be possible without reset action and without bringing the control to the stop position.60Alarms associated with machinery control and safety shall be clearly distinguishable from fire-alarms and, where possible, the arrangements of the alarms shall be such that the alarm is activated before failure and shut-down occurs.61Where alarms are displayed as group alarms, provision shall be made to identify each alarm at the central control location.62For the detection of transient faults that are subsequently self-correcting, alarms shall lock in until they are accepted.63The alarm system shall be capable of being tested during normal machinery operation.64Disconnection or manual overriding of any part of the alarm system shall be clearly indicated.Remote Monitoring Indicators65Where applicable and subject to item 66, the following monitors and audible and visual alarms shall be fitted at the central control location:SERVICEMONITORALARM(a)Main Propulsion System(i)In CommandLocal Override(ii)Propeller Speed—(iii)Ahead/AsternWrong Direction(iv)Engine SpeedFailure/Overspeed(v)Exhaust Gas TemperatureHigh(vi)Lubricating Oil PressureLow(vii)Lubricating Oil TemperatureHigh(viii)Coolant PressureLow(ix)Coolant TemperatureHigh(x)Piston Coolant Temperature (if separate system)High(xi)Thrust Block TemperatureHigh(b)Steering System(i)Steering Gear Power Unit, OperatingFailure/Overload(c)Electrical System(i)VoltageHigh/Low(ii)FrequencyLow(iii)LoadLoad Shedding(d)Ship Service Generator Engines(i)Engine, Operating—(ii)Engine SpeedFailure/Overspeed(iii)Exhaust Gas TemperatureHigh(iv)Lubricating Oil PressureLow(v)Lubricating Oil TemperatureHigh(vi)Coolant PressureLow(vii)Coolant TemperatureHigh(e)Boilers and Hot-Air Heating Units(i)Boiler or Hot-Air Heating Unit, OperatingShut-down(ii)Boiler Fluid PressureHigh/Low(iii)Steam Boiler Water LevelHigh/Low(iv)Feed-Water PressureHigh/Low(v)Feed-Water SalinityHigh(vi)Feed-Water Oil ContaminationDetection(vii)Combustion Air PressureLow(viii)Fuel Oil PressureLow(ix)Fuel Oil TemperatureHigh/Low(x)Each Furnace Burner FlameFailure(f)Auxiliary Systems(i)Engine Starting Air PressureHigh/Low(ii)Fuel Service Tank Oil LevelHigh/Low(iii)Fuel Service Tank Oil Temperature, where requiredHigh(iv)Coolant Expansion Tank Liquid LevelLow(v)All Tanks Automatically FilledHigh/Low(vi)Space Bilge Water LevelHigh(vii)Bilge Water, where automatically pumpedOil Detection(viii)Bilge Pumps Operating—(ix)Watertight Doors, open or closed—(x)Machinery Spaces FireDetection(xi)Machinery Spaces High TemperatureDetection(xii)Fire Main Water Pressure, when activatedLow66For ships of 150 tons gross tonnage and less, only the following monitors and alarms shall be fitted at the bridge control location:SERVICEMONITORALARM(a)Main Propulsion System(i)In CommandLocal Override(ii)Propeller Speed—(iii)Ahead/AsternWrong Direction(iv)Exhaust Gas TemperatureHigh(v)Lubricating Oil PressureLow(vi)Lubricating Oil Temperature, monitor only—(vii)Coolant Pressure, monitor only—(viii)Coolant TemperatureHigh(ix)Thrust Block Temperature, if independently lubricatedHigh(b)Steering System(i)Steering Gear Power Unit, OperatingFailure/Overload(c)Boilers(i)Boiler, OperatingShut-down(d)Auxiliary Systems(i)Engine, Starting Air PressureHigh/Low(ii)Space Bilge Water LevelHigh(iii)Machinery Spaces FireDetectionShips Exempted From Carrying Watchkeeping Engineers67Ships exempted from carrying watchkeeping engineers under the Safe Manning Regulations where at least one engineer is required to be aboard shall be(a)powered by reciprocating-type internal combustion engines;(b)equipped with remote control and monitoring systems that meet the applicable requirements set out in this Schedule;(c)equipped with central control and monitoring systems suitable for operation by the person assigned steering duties; and(d)subject to periodic checks of machinery spaces by a crew member other than the person assigned steering duties.PARTS II to IV[Repealed, SOR/2021-135, s. 76]SOR/2015-161, ss. 17, 18(F), 19(F), 20(E); SOR/2017-14, s. 411SOR/2021-135, s. 76SCHEDULE IXNon-Structural Tanks, Short Flexible Hoses and Rigid Plastic and Fibre-Reinforced Plastic Piping and ComponentsPART I(Section 4)Design SpecificationsDIVISION IApplicationItemApplication1This Schedule applies to non-structural tanks having a capacity of 4 500 L or less.2Non-structural tanks having a capacity of more than 4 500 L shall be designed, constructed and installed in accordance with the Hull Construction Regulations.DIVISION iiSpecificationsItemRequirementsNon-Structural Tanks of 4 500 L or Less Capacity1Non-structural tanks shall(a)be made of steel or other material suitable for the liquid contents, the intended use and location of the tanks in the ship;(b)where carbon steel shell plate is used, be of the following minimum plate thickness:(i)2 mm for capacity not exceeding 100 L,(ii)3 mm for capacity not exceeding 1 300 L, and(iii)5 mm for capacity not exceeding 4 500 L;(c)be fitted with stiffeners so that any unsupported flat surface area does not exceed(i)0.28 m² where plate thickness does not exceed 3 mm, and(ii)0.56 m² where plate thickness does not exceed 5 mm;(d)be fitted with a suitable clean-out door, where capacity exceeds 1 300 L; and(e)have welded or brazed seams, except that where the capacity is not more than 100 L, a solder having a melting point of not less than 425°C may be used.2Unsupported flat surface areas for different thickness plates of non-structural tanks shall be determined by interpolation or extrapolation.3Depending on the size and configuration of a non-structural tank, the tank may be required to be fitted with baffles.Short Flexible Hoses4Short flexible hoses shall be used where expansion and vibration may be encountered.5Short flexible hoses shall not be used in the correction of misalignment, except for connection of boiler fuel burners and other removable components.6Guards shall be fitted on large diameter pipes to reduce the flow of fluid leakage to within the capacity of the space bilge pumps.7Guards shall be fitted to prevent contact of leaking fluid with surfaces where a hazard may result.8Short flexible hoses shall be adequate for intended use.Rigid Plastic and Fibre Reinforced Plastic Piping and Components9Except in accommodation spaces, service spaces and control locations, piping and components of rigid plastic or fibre reinforced plastic may be used in(a)domestic and sanitary(i)salt water piping systems,(ii)fresh water piping systems, and(iii)waste water piping systems;(b)scupper systems draining inboard but not led within the boundaries of refrigerated chambers;(c)ballast water and fresh water piping systems situated inside tanks used exclusively for ballast water or fresh water;(d)sounding and vent pipes to tanks used exclusively for ballast water or fresh water in non-passenger ships except for sections above the weather deck;(e)sounding pipes to cargo holds in non-passenger ships; and(f)bilge suction pipes in ships not over 24 m in length.10Piping and components of rigid plastic or reinforced plastic shall not be used(a)in fire extinguishing piping systems;(b)in flammable fluid piping systems;(c)in boiler feed and condensate piping systems;(d)in bilge and ballast piping systems in machinery spaces except as provided for in subitem 9 (f);(e)outboard of sea inlet or overboard discharge valves; and(f)in other piping systems where the use could compromise the safety of the ship or personnel.10.1Despite items 9 and 10, plastic piping referred to in sections 114 and 226 of the Vessel Fire Safety Regulations may be used.11Piping and components of rigid plastic or reinforced plastic shall be protected from(a)vibration;(b)chafing where secured in hangers; and(c)crushing due to overtightening of hanger clamps where they shall be protected by fitting nut-locking or other suitable devices.12Allowance shall be made for expansion in piping systems.13Sea inlet and overboard discharge valves shall be of suitable metal construction where connected to rigid plastic or fibre reinforced plastic piping and the piping shall not be installed outboard of the valves.14When passing through a steel water-tight or fire control bulkhead, a steel spool-piece shall be attached to the bulkhead or deck and, at a water-tight bulkhead or deck a metallic shut-off valve shall be installed immediately adjacent to the spool-piece except that no valve is required on ballast or fresh water piping located within ballast or fresh water tanks.15Remote controls operable from above the bulkhead deck shall be fitted to the shut-off valve except where(a)the piping on one side of the bulkhead or deck is completely metallic and the valve is fitted to the metallic piping and easily accessible; or(b)two readily accessible valves are installed, one on either side of the bulkhead or deck.16When passing through a bulkhead or deck material other than steel, the installation shall be such that the fire, watertight and structural integrity of the bulkhead or deck is not diminished due to penetration.PARTS II to IV[Repealed, SOR/2021-135, s. 77]SOR/2015-161, ss. 21(F), 22 to 24(E); SOR/2017-14, s. 415SOR/2021-135, s. 77SCHEDULE XSteam, Boiler Water and Cooling Water SystemsPART I(Section 4)Design SpecificationsItemRequirements1Steam pipes and connected components through which steam passes shall be designed, constructed and installed to withstand the maximum working stresses to which they may be subjected.2Means shall be provided for draining every steam pipe in which dangerous water-hammer action may occur.3Where a steam pipe or component may receive steam from any source at a higher pressure than that for which it is designed, it shall be fitted with a suitable reducing valve, relief valve and pressure gauge.4Each steam generating system that provides services essential for the safety of the ship, or that could be rendered dangerous by the failure of its feed-water supply shall be fitted with at least two separate feed- water systems, including feed pumps, but a single penetration of the steam drum is acceptable.5Unless over-pressure is prevented by the pump characteristics, means shall be provided to prevent over-pressure in any part of the system.PARTS II to IV[Repealed, SOR/2021-135, s. 78]SOR/2015-161, ss. 25(E), 26(F)SOR/2021-135, s. 78SCHEDULE XICompressed Air and Refrigerating Gas SystemsPART I(Section 4)Design SpecificationsItemRequirements1Means shall be provided to prevent over-pressure in any part of compressed air and refrigerating gas systems and in water jackets or casings of compressors and coolers that may be subjected to over-pressure due to pressurized air or gas leakage.2Where necessary, engine starting compressed air arrangements shall be adequately protected against the effects of backfiring and internal explosion in the starting air pipes.3All discharge pipes from starting air compressors shall lead directly to the starting air receivers, and all starting pipes from the air receivers to main or auxiliary engines shall be entirely separate from the compressor discharge piping system.4Means shall be provided to reduce to a minimum the entry of oil into the air pressure systems and to drain those systems.5Where soldering is to be used for piping connections, the metal shall be silver solder.PARTS II to IV[Repealed, SOR/2021-135, s. 79]SOR/2021-135, s. 79SCHEDULE XIIFuel Oil SystemsPART I(Section 4)Design SpecificationsItemRequirements1Subject to items 2 and 3, fuel oil for all fixed installations shall have a flash-point of not less than 60°C (closed cup test).2Fuel oil for fixed installations may have a flash-point of not less than 43°C (closed cup test) where(a)the ship is on geographically restricted voyages and measures are taken so that the ambient temperature of the spaces in which the fuel is stored or used does not rise to within 10°C below the flash-point of the fuel;(b)the fuel oil in the storage tank is not heated to more than 38°C; and(c)thermostats or thermometers are fitted to the main suction lines of transfer and service pumps.3Fuel oil for emergency generator service may have a flash-point of not less than 43°C (closed cup test).4Fixed fuel oil systems for helicopters and for non-fixed equipment shall have additional safety features taking into account the quantity of fuel carried and the hazardous properties of the fuel.5Small approved portable containers holding fuel oil with a flash-point of lower than 43°C shall(a)meet the Canadian Standards Association standard Portable Containers For Gasoline and Other Petroleum Fuels, as amended from time to time; and(b)be stored outside machinery spaces.6For ships operating in extremely cold conditions with exposed fuel oil piping to the emergency generator from an external deck-mounted fuel tank, means shall be taken so that the fuel oil viscosity will not adversely affect oil flow and where warming systems are used, the system shall incorporate a heat-limiting device to ensure that the oil is not heated to a temperature exceeding 20°C.7The ventilation of spaces in which fuel oil is used shall be sufficient to prevent accumulation of oil vapour.Tanks8Fuel oil shall not be stored in the forepeak and the tanks shall, as far as practicable, form part of the ship structure.9Where fuel oil tanks, except double bottom tanks, are located adjacent to machinery spaces of category A out of necessity, they shall have a common boundary, where practicable, with the double bottom tanks, and the area of the tank boundary common with the machinery spaces of category A shall be kept to a minimum.10Where practicable, the use of non-structural fuel oil tanks shall be avoided, but where used such tanks shall(a)be fitted with a drip tray with drains that lead to a sludge tank; and(b)be located in spaces other than machinery spaces of category A on ships(i)certificated to carry more than 12 passengers, or(ii)in excess of 500 tons gross tonnage.11No fuel oil tank shall be located where spillage or leakage from the tank creates a hazard by falling on heated surfaces.12Fuel oil tanks for cooking and cabin hot-air heating appliances shall not be installed in the same spaces as the appliances and the supply of oil to appliance burners shall be capable of being shut off from positions outside the spaces in which the appliances are fitted.13Quantities of fuel oil in tanks may be determined by(a)sounding pipes with suitable means of closure at their upper ends and terminating on the open deck if practicable; or(b)other safe and efficient means that on failure or over-filling of the tanks will not permit the release of fuel oil, where a supplementary means of manual sounding is provided.14Where fuel oil quantities in a tank are determined by means other than sounding pipes, the installation of the system shall be in accordance with the following requirements:(a)for ships certificated to carry more than 12 passengers, the system shall not require penetration of the tank below the top; and(b)for ships certificated to carry 12 passengers or less, the system may include the use of oil-level gauges with flat glasses and self-closing valves between the gauges and the oil tank, but may not include the use of cylindrical gauge glasses.15Provision shall be made to prevent over-pressure in any fuel tank or system by means of(a)flame-screened vent pipes terminating on the open deck if practicable; and(b)relief valve discharges leading back to the suction sides of pumps or to suitable tanks.16Subject to item 17, every fuel oil pipe that if damaged would allow fuel oil to escape either by gravity or siphon action from a storage, settling or daily service tank located in a space above the double bottom shall be fitted with a cock or valve on the tank that is capable of being closed from a safe location outside the space.17In the case of deep tanks situated in any shaft or pipe tunnel or similar compact space, valves shall be fitted on the tanks and remote control may be operated by means of an additional valve outside the compact space.18Where an additional valve is fitted in the machinery space it shall be operable from outside that space.Piping and Components19As far as practicable, all parts of a fuel oil system containing heated oil under pressure exceeding 180 kPa shall be located so that defects and leakage can be readily observed.20Machinery space fuel oil piping and components shall be adequately illuminated.21Means shall be provided to prevent oil that may escape under pressure from a component from coming into contact with heated surfaces.22Drip trays with drains leading to a sludge oil tank shall be fitted under all components where leakage may occur.23Fuel oil pipes shall be of steel or similar fire and pressure-resistant material, except that short flexible hoses may be used in accordance with Schedule IX.24Flexible hoses and end attachments shall be of fire-resistant materials of adequate strength and shall be constructed in accordance with Schedule IX.Incinerators, Cooking Ranges and Cabin Hot-Air Heating Appliances25Printed manufacturer’s instructions for the proper installation, maintenance and operation of each fuel oil burning appliance shall be permanently mounted in a visible location adjacent to the appliance.26In addition to the instructions referred to in item 25, the following safety instructions shall be prominently posted in spaces, other than machinery spaces, where fuel oil burning appliances are located:“WARNINGENSURE THAT FRESH AIR VENTILATION SYSTEM IS IN OPERATION WHEN USING FUEL-BURNING APPLIANCEIf leakage of fuel oil is suspected or detected, the following actions must be taken immediately:(a)shut off supply of fuel;(b)extinguish all naked flames and sources of ignition including heaters, cookers and cigarettes; and(c)ventilate by creating a through draught of fresh air.”PARTS II to IV[Repealed, SOR/2021-135, s. 80]SOR/95-372, s. 7(F); SOR/2015-161, ss. 27(F), 28(E)SOR/2021-135, s. 80SCHEDULE XIIILiquefied Petroleum Gas Fuel SystemsPART I(Section 4)Design SpecificationsDIVISION IApplicationItemDescription of Appliances1This Schedule applies to the following galley and cabin-heating appliances aboard non-passenger ships:(a)domestic gas fuel burning ranges;(b)domestic gas fuel refrigerators;(c)gas fuel space-heaters; and(d)gas fuel water-heaters.DIVISION IISpecificationsItemRequirements1Gas fuel shall have a distinctive odour to indicate the presence of gas down to a concentration of 20 per cent of the lower explosive limit of the gas in the air.2No liquefied petroleum gas fuel system of a type other than the vapour withdrawal type shall be installed or used in a ship.3Gas fuel cylinders and regulating and safety devices shall be securely fastened and so located that escaping vapour cannot reach bilges, machinery spaces, accommodation or other enclosed spaces.4Location of gas fuel cylinders, regulation arrangements and relief valve outlets shall be located only on open decks, on cabin tops, outside cockpits or inside housings that are gas-tight to the hull interior.5Appliances shall be installed in accordance with the manufacturer’s instructions and shall be securely fastened.6Appliances shall be connected in a manner that prevents undue strain on the piping.7Only liquefied petroleum gas fuel cylinders that meet the requirements of the Transport of Dangerous Goods Directorate of the Department of Transport or the Interstate Commerce Commission of the United States shall be used.8Liquefied petroleum gas fuel system components and piping shall have a design working pressure of not less than 1 725 kPa.Piping Systems9Gas fuel piping shall(a)be adequately flexible and protected from damage;(b)have a minimum of piping in enclosed spaces;(c)be exposed to sight as far as practicable;(d)be supported by hangers that will not cause damage or corrosion and that are spaced at intervals not exceeding 120 times the outside diameter of the pipe; and(e)have non-abrasive covering for protection where they pass through decks or bulkheads.10Gas fuel piping shall not be used as part of any electrical circuit or grounding system.11Gas fuel piping shall not be used as support or restraint for any item or fitting that is not part of the gas system.12Any valves, regulators or other fittings exceeding 0.5 kg mass per 6 mm of pipe outside diameter shall have their mass supported by means other than the gas piping.13Gas fuel piping shall be of a sufficient diameter to provide a sufficient supply of gas fuel to meet demand pressures at the point of use and the pressure drop between the regulator and the appliance shall not exceed 10 per cent.14High-pressure liquefied petroleum gas fuel piping between the gas storage cylinders and the regulators shall have a minimum wall thickness of 1.24 mm and the low-pressure gas fuel piping between the regulators and the gas-burning appliances shall have a minimum wall thickness of 0.81 mm.15Liquefied petroleum gas fuel piping shall(a)be of seamless steel or copper;(b)have welded, brazed, threaded or flared connections;(c)where brazed connections are used, have brazing metal with a melting point in excess of 540°C; and(d)where carbon steel is used, be painted on its exterior surfaces to prevent corrosion.16Short reinforced flexible hoses and couplings used to connect the gas fuel piping system to a cylinder or gimballed appliance shall be of a type referred to in item 24.17Short reinforced flexible hoses shall be of the minimum practicable length but not longer than 1 m and shall not extend from one cabin to another or pass through any bulkheads, partitions, deck heads or decks.Gas Storage Cylinders18No gas fuel storage cylinder that permits gas in liquid form to enter any other part of the gas system shall be used.19Each liquefied petroleum gas fuel storage cylinder shall have a manually operated screw-down shut-off valve mounted directly on the cylinder outlet.20The manually operated screw-down shut-off valve shall be fitted with a spring-loaded safety device and with a fusible plug designed to yield when the cylinder has been emptied of liquefied petroleum gas by the relief valve under exposure to excessive heat.21The shut-off valve, the spring-loaded safety device and the fusible plug referred to in item 20 shall each have direct communication with the vapour space of a gas fuel storage cylinder.22A multiple-cylinder gas fuel system shall be fitted with a manually operated two-way positive shut-off manifold valve so arranged that the replacement of empty cylinders may be made without shutting down the flow of gas in the gas fuel system.23No electrical connections shall be made within a gas fuel storage cylinder enclosure.Gas Fuel Components and Appliances24Except for the gas fuel storage cylinders, only gas fuel components and appliances that meet the requirements of the Canadian Gas Association, the Compressed Gas Association, the Underwriters’ Laboratories of Canada or the Underwriters’ Laboratories Incorporated shall be used.25All valves and regulators embodied in the gas fuel system for the purpose of pressure relief, regulation or control of gas pressure and flow rates shall be securely mounted in a position readily accessible for operation, inspection, maintenance and testing, and shall be protected against physical damage.26The gas fuel system shall be fitted with a regulating device adjusted to release gas to the consuming appliance at a pressure not in excess of 4.5 kPa.27The low-pressure side of all regulators in the gas fuel system shall be protected against excessive pressure by means of a suitable relief valve that is fitted to the regulator and set to discharge at a pressure of not less than twice, and not more than three times, the delivery pressure.28All regulators in the gas fuel system shall be fitted with a pressure gauge located on the high-pressure side of the regulator.29A master packless shut-off valve controlling all burners simultaneously shall be installed on the console of each gas-burning appliance.30All appliances incorporating pilot-lights or other continuous-burning flame devices shall incorporate a flame failure device arranged to shut off the main and pilot gas in the event of flame failure.31Installation clearances between appliances and adjacent combustible material shall not be less than the clearances specified in the manufacturer’s instructions.32The piping and components in the gas fuel system shall be located so that gas leakage tests may be carried out at prescribed intervals as follows:(a)note the pressure on the gauge when the appliance burner valves are shut and the packless shut-off valve and one cylinder valve are open;(b)note if the pressure on the gauge remains constant for at least 10 minutes when the cylinder valve is closed;(c)if the pressure on the gauge drops before the expiration of 10 minutes, locate the leakage by applying liquid detergent or soap water solution to all connections of the gas fuel system but do not use flame to test for leaks; and(d)repeat subitems (a), (b) and (c) for each cylinder in a multi-cylinder gas fuel system.Systems Installation for Ships Exceeding 24 m in Length33Gas fuel storage cylinders and pressure-regulating and relief arrangements shall be(a)installed in a sturdily constructed metal enclosure with ventilation openings at both the top and the bottom of the enclosure;(b)protected from damage, direct rays of the sun and heat; and(c)located on or above the weather deck level and outside the superstructure, with access only from the open deck.34Spare and empty gas fuel cylinders shall have valve outlets that are capped and may be stored within the metal enclosure or may be secured on the open deck in a location that is protected from damage, direct rays of the sun and heat by a suitable cover, and the enclosure or cover shall be ventilated to prevent the accumulation of gas.35The metal enclosure shall be designed to be closed at all times except when access is required to change cylinders in the gas system or to maintain equipment, and only the following items shall be stored in the enclosure:(a)liquefied petroleum gas fuel storage cylinders and permanently secured system components; and(b)secured valve-protecting caps for cylinders that are in use.36Gas fuel storage cylinder pressure-relief valves shall be vented away from the cylinders and, as far as practicable, upwards to prevent impingement of escaping gas onto the cylinders.37Gas fuel safety device vent outlets shall end at least 1.5 m from enclosed space openings and ventilation intakes.38Compartments containing liquefied petroleum gas-burning appliances that are located above the weather deck shall be ventilated by(a)at least two natural air ventilator ducts each of which is at least 75 mm in diameter, one leading to and the other leading from the open deck and the extraction duct shall extend from within 15 cm of the deck of the compartment and the inlet duct shall extend to within 15 cm of the deckhead of the compartment; or(b)mechanical ventilation arranged in a manner similar to that described in subitem (a) except that the duct size shall be determined on the basis of at least 10 air changes per hour within the compartment and the fan and its motor, if not spark-proof, shall not be located in the compartment or the extraction duct.39Compartments that contain liquefied petroleum gas-burning appliances or in which gas may accumulate and that are located entirely below the weather deck shall be ventilated by mechanical ventilation of the positive extraction type with a spark-proof fan and motor having sufficient capacity to effect at least 10 air changes per hour through ventilators leading to and from the open deck and the extraction duct of the ventilator shall extend from the deck level and the inlet duct of the ventilator shall extend to the deckhead of the compartment.Systems Installation for Ships not Exceeding 24 m in Length40Gas fuel storage cylinders and pressure-regulating and relief arrangements shall be(a)protected from damage, direct rays of the sun and heat; and(b)located on or above the weather deck level, outside the superstructure, with access only from the open deck.41Gas fuel storage cylinder pressure-relief valves shall be vented away from the cylinders, and, as far as practicable, upwards to prevent impingement of escaping gas onto the cylinders.42Gas fuel safety device vent outlets from safety devices shall end as far as practicable from enclosed space openings and ventilation intakes.43Spare and empty gas fuel cylinders shall have capped valve outlets, and shall be secured on the open deck and protected from damage, direct rays of the sun and heat.44Compartments that contain gas-burning appliances or in which gas may accumulate shall be efficiently ventilated so that inside air is exhausted through a vent opening located at the lowest part of the compartments.Safety Notices for All Ships45Printed manufacturer’s instructions for the proper installation, maintenance and operation of each gas-burning appliance shall be permanently mounted in a readily visible location adjacent to the appliance.46The gas fuel cylinder storage location shall prominently display the following warning and operating instructions: “WARNINGLIQUEFIED PETROLEUM GAS FUELNO OPEN FLAMENO SMOKINGBEFORE TURNING ON GAS FUEL READ OPERATING INSTRUCTIONS BELOWKEEP CYLINDER VALVES CLOSED WHEN CYLINDER EMPTY OR SHIP IS UNATTENDEDBE SURE ALL APPLIANCE VALVES ARE CLOSED BEFORE OPENING THE CYLINDER VALVESCLOSE APPLIANCE VALVES WHEN APPLIANCE IS NOT IN USETEST SYSTEM FOR LEAKAGE AT LEAST TWICE A MONTHCONSUMER OPERATING INSTRUCTIONS1Read and observe the appliance manufacturer’s instructions.2Never use a gas fuel appliance without ventilation.3Do not use the cooking appliance for space-heating.4To remove an empty cylinder:(a)close cylinder valve and burn out the gas fuel in the line by lighting all appliance burners;(b)when the gas stops burning, close the appliance valves; and(c)disconnect the empty cylinder, leaving the cylinder valve closed.5To install a full cylinder:(a)check that all appliance valves are in the closed position;(b)secure the cylinder to mounting and the outlet of the cylinder valve to the gas fuel system;(c)open the cylinder valve and test cylinder and regulator connections for leaks with a soap and water solution or another leak detection device, but never use a naked flame for testing; and(d)one at a time, open the appliance valves and light the burners and allow for a sufficient length of time to ensure that there is no air in the lines to interrupt gas fuel flow.”47The following warning and safety instructions shall be prominently posted in spaces where gas fuel appliances are located:“WARNINGENSURE THAT FRESH AIR VENTILATION SYSTEM IS IN OPERATION WHEN USING FUEL-BURNING APPLIANCE1If leakage of gas fuel is suspected or detected, the following actions must be taken immediately:(a)shut off the supply of gas by closing the main cylinder valve or valves;(b)extinguish all naked flames and other sources of ignition, including heaters, cookers, pilot lights and cigarettes;(c)do not operate electric switches or cause electric sparks;(d)advise the Master or engineer;(e)ventilate by creating a through draught to disperse the gas as liquefied petroleum gas is heavier than air and will tend to settle;(f)if possible evacuate the area because a leak with no fire may form an explosive mixture; and(g)remove all cylinders from the vessel if leakage cannot be stopped.2If any soot accumulates on pans or parts of the appliance or any unusual odours occur, the appliance should not be used until it is repaired as the appliance may be producing a deadly gas.”PARTS II to IV[Repealed, SOR/2021-135, s. 81]SOR/2015-161, ss. 29(E), 30(E), 31(F)SOR/2021-135, s. 81SCHEDULE XIVLubricating Oil and Hydraulic Power Oil SystemsPART I(Section 4)Design SpecificationsItemRequirements1Where the ship is to operate in low ambient temperatures, measures shall be taken to maintain essential deck machinery lubricating oil and hydraulic power oil at a viscosity suitable for reliable operation of the machinery.Tanks2No lubricating oil or hydraulic power oil tank shall be located where spillage or leakage from the tanks creates a hazard by falling on heated surfaces.3No lubricating oil or hydraulic power oil shall be carried in the fore-peak.4Means shall be provided to prevent over-pressure in(a)any lubricating oil or hydraulic power oil tank by way of flame screened vent pipes terminating in a safe location; and(b)any lubricating oil or hydraulic power oil system by relief valve discharges leading back to suction sides of pumps or to suitable tanks.5Quantities of lubricating oil or hydraulic power oil in tanks shall be determined by(a)sounding pipes with suitable means of closure at their upper ends that terminate in a safe location;(b)heat resistant gauge glasses protected from mechanical damage and fitted with self-closing valves at the lower end and at the top of the glasses if the valves are connected to the tank below the maximum liquid level; or(c)other safe and efficient means where a supplementary means of manual sounding is fitted.6Subject to item 7, for ships certificated to carry more than 12 passengers and other ships in excess of 500 tons gross tonnage, every pressurized lubricating oil system pipe which when damaged allows oil to escape from a storage or service tank situated above the double bottom, shall be fitted with a cock or valve on the tank capable of being closed from a safe position outside the space.7In the case of tanks situated in any shaft or pipe tunnel or similar compact space, cocks or valves shall be fitted on the tanks and remote control may be operated by means of an additional valve outside the compact space.8Where the additional valve is fitted in the machinery space it shall be operable from outside this space.Piping and Components9As far as practicable, all parts of a lubricating oil or hydraulic power oil system containing heated oil under pressure exceeding 180 kPa shall be located so that defects and leakage can readily be observed.10Machinery space lubricating oil and hydraulic power oil piping and components shall be adequately illuminated.11Means shall be taken to prevent oil that may escape under pressure from any component from coming into contact with heated surfaces.12Drip trays with drains leading to a sludge oil tank shall be fitted under all components where leakage may occur.13Lubricating oil and hydraulic power oil pipes shall be of steel or similar fire and pressure resistant material, except that flexible hoses are permissible in accordance with Schedule IX.14Sight flow glasses in piping systems shall be of fire resistant types.PARTS II to IV[Repealed, SOR/2021-135, s. 82]SOR/2015-161, ss. 32, 33(F)SOR/2021-135, s. 82SCHEDULE XVBilge and Ballast Pumping Systems, Heeling, Trimming and Passive Roll Stabilizing Tank Filling and Emptying SystemsPART I(Section 4)Design SpecificationsDIVISION IApplicationItemDescription of Ships1In this Schedule,Group 1 ship means a ship certificated to carry more than 12 passengers that is on a voyage as follows:(a)Foreign voyage, or(b)Home Trade Class I or II;Group 2 ship means a ship certificated to carry more than 12 passengers that is on a voyage as follows:(a)Home Trade Class III to ports outside Canada,(b)where the ship is over 150 tons gross tonnage, Inland Water Class I or II to ports outside Canada, and(c)where the ship is over 61 m length,(i)Home Trade Class III to Canadian ports only,(ii)Inland Water Class I or II to Canadian ports only, or(iii)Minor Waters Class I;Group 3 ship means any passenger and non-passenger ship over 18 m in length that is not a Group 1 or a Group 2 ship;Group 4 ship means a ship that is over 5 tons gross tonnage, does not exceed 18 m in length and is not a launch;Group 5 ship means a ship that is(a)not over five tons gross tonnage and certificated to carry passengers; or(b)is a launch.DIVISION iiGroups 1, 2 and 3 ShipsItemRequirementsPumping Systems1Water shall be prevented from inadvertently passing from(a)water-containing spaces or the sea into cargo or machinery spaces; or(b)from one compartment to another.2Piping systems shall be arranged as follows:(a)the bilge pipe connection to a pump that has suction from the sea shall include either a screw-down non-return valve or a cock that cannot be open to the bilges and to the water-containing spaces or the sea at the same time; and(b)an arrangement of lock-up valves or blank flanges shall be provided to prevent any deep tank from being inadvertently filled from the sea when containing cargo or pumped out through a bilge pipe when containing ballast water and explanatory notices shall be conspicuously displayed near the components involved.3Screw-down non-return valves shall be fitted in the following components:(a)bilge valve distribution manifolds;(b)bilge suction hose connections, where fitted directly to the pump or to the main bilge suction pipe; and(c)direct bilge suction pipes and bilge pump connections to the main bilge suction pipe.4All cocks and valves that are connected to bilge and ballast pipes shall be fitted with legible name-plates and shall be in readily accessible positions.5For ships, other than tankers and similar ships, branch bilge suction pipes shall be connected to the main bilge suction pipes and shall be arranged to draw water from any cargo hold, tunnel, machinery space or similar compartment, except that in chain lockers and other small spaces independent pumps that are power or manually driven may be used.6Subject to items 7 and 118 to 121, bilge suction pipes that are required for drawing water from cargo or machinery spaces shall be entirely separate from sea inlet pipes or from pipes that may be used for filling or emptying spaces where water or oil is carried.7The following connections may be used in bilge suction systems:(a)a connecting pipe to a bilge water ejector, where the bilge water ejector provides a service equivalent to a pump;(b)a connecting pipe from a pump to its suction valve manifold; or(c)a deep tank suction pipe suitably connected through a change-over device to the bilge, ballast or oil-pumping system.8Ballast water shall not be carried in tanks intended for fuel oil unless required for the stability of the ship or other safety reasons.9Where tanks, including passive roll-stabilizing tanks, are arranged for alternative carriage of oil, water or dry cargo, there shall be blank flanging or other suitable arrangements to prevent interconnection of pumping, overflow or liquid heating systems.10Bilge suction pipes shall not be carried through double bottom tanks unless alternative routing is impracticable.11Bilge suction pipes that pass through double bottom tanks shall be of extra-heavy thickness.12Bilge suction pipes that pass through deep tanks shall be led through pipe tunnels, but where such leading is not practicable, the pipes shall be of extra-heavy thickness and fitted in one length if practicable, with welded or heavily flanged joints.13Provision for expansion of pipes shall be made and within tanks expansion bends only shall be fitted.14The open ends of the bilge suction pipes in the holds shall be fitted with non-return valves suitable for use in cargo holds.15The distance between the lower end of all bilge suction tailpipes and the bottom of the bilge or well shall be adequate to allow a full flow of water and to facilitate cleaning.16Bilge and ballast suction and discharge pipes shall be made in readily removable lengths with flanged joints, except as prescribed in item 12, and shall be efficiently secured in position to prevent chafing or movement.17Long or heavy lengths of pipes shall be supported by bearers so that no undue load will be carried by the flanged connections of the pumps or fittings to which the flanged connections are attached.18Subject to subitem 9(c) of Division II of Part I of Schedule IX, pipes for bilge, ballast and similar systems shall be made of steel or other metallic material.19Piping, valves, mud boxes, strainers and extended spindles, where fitted, shall be protected against damage, particularly in cargo holds where spindles shall be encased.20Shipside connections shall be designed, constructed and installed in accordance with rules or codes and Schedule VII.Machinery Space Normal Bilge Pumping21The machinery space bilge-water means of drainage for normal bilge pumping shall be such that any water that enters the space can be pumped out through at least two bilge suction pipes when the ship is on an even keel and is either upright or is listing by not more than 5°.22One of the suction pipes shall be a branch bilge suction pipe leading from the main bilge suction pipe and the other shall be a direct bilge suction pipe leading directly from an independent power pump that may be used independently of the main bilge suction piping system.23Where the double bottom extends the full length of the machinery space and forms bilges at the sides of the machinery space, one branch bilge suction pipe and one direct bilge suction pipe shall lead to each side bilge.24Where the double bottom extends the full length and breadth of the machinery space and is fitted with bilge wells, one branch bilge suction pipe and one direct bilge suction pipe shall lead to each of the two bilge wells having a capacity of not less than 150 L and situated one at each side of the machinery space.25Where there is no double bottom, one branch bilge suction pipe and one direct bilge suction pipe shall lead to accessible locations as near to the centre line of the ship as practicable and, if the rise of the floor is less than 5°, a branch bilge suction pipe shall lead to each side of the machinery space.26In ships certificated to carry more than 12 passengers, the machinery spaces bilge water drainage shall be such that the spaces, where practicable, can be pumped out after a casualty, whether the ship is upright or listed.27For ships referred to in item 26 there shall be a direct bilge suction pipe from each independent bilge pump situated in the machinery spaces except that not more than two direct suction pipes, one on the port side and one on the starboard side, are required to be fitted in each machinery space.28Bilge suction pipes shall lead to the forward sides of the machinery spaces where the bilge-water normally drains forward.29Where a considerable quantity of cooling water is discharged to the machinery space bilges, means shall be provided to deal with that water in addition to the normal bilge-pumping arrangements where the normal bilge-pumping capacity is inadequate to deal with the additional water.30Where there are depressions in the tank tops due to inverse camber, double bottom discontinuity or accommodation for machinery, means shall be provided to remove bilge-water accumulation in the depressions.31Where the main propulsion system is electrical, means shall be provided to prevent accumulation of bilge-water under the main propulsion generators and motors.32Where a machinery space is divided by watertight bulkheads so as to separate the boiler rooms or auxiliary engine rooms from the main engine room, the number and position of the branch bilge suction pipes in the boiler rooms or auxiliary engine rooms shall be the same as for cargo holds referred to in item 49 except that an additional independent power pump direct bilge suction pipe shall be fitted in each watertight compartment and shall, if practicable, lead to the end of the compartment opposite the branch suction pipe location.33Provisions similar to those set out in item 32 shall be made in each separate motor room of electrically propelled ships.34The shaft tunnel aft well suction pipe shall be directly connected to the main bilge suction pipe.35Where the tank top in the shaft tunnel slopes down from aft to forward, a bilge well shall be provided at the forward end of the tunnel in addition to the aft well referred to in item 34 and one suction pipe may serve both wells if the wells are fitted with separate valves.36Suction pipes for normal bilge pumping in machinery spaces and shaft tunnels shall lead from easily accessible mud boxes fitted with(a)straight tailpipes to bilges; and(b)covers that are secured in such a manner that they can be expeditiously opened and closed.37Subject to item 38, strainers shall not be fitted to the lower ends of tailpipes.38In the case of ships with open floors, strainers with an open area at least three times the area of the suction pipe may be fitted at the lower ends of tail pipes in lieu of mud boxes if the strainers can be fitted in readily accessible locations.39Bilge cocks, valves and mud boxes shall be fitted at or above the machinery space and shaft tunnel platforms.40Where it is not practicable to avoid locating bilge cocks, valves and mud boxes at the engine control platform or in passageways, the bilge cocks, valves and mud boxes may be situated just below the platform if readily removable traps or covers are fitted with name-plates indicating the presence of components.Emergency Bilge Pumping of Machinery Spaces41In addition to the bilge suction pipes required for normal bilge pumping referred to in items 21 to 40, every machinery space shall be fitted with an emergency bilge suction pipe which pipe shall be(a)led to the main cooling-water pump from a suitable drainage level in the machinery space; and(b)fitted with a screw-down non-return valve that has a spindle extended so that the hand wheel is not less than 460 mm above the bottom platform.42Where two or more cooling-water pumps are provided, each capable of supplying cooling water for normal propulsion power, only one pump is required to be fitted with an emergency bilge suction pipe.43In ships with steam-propelled machinery, the emergency bilge suction pipe shall have a diameter of at least two-thirds that of the cooling-water suction pipe connection to the pump, and in other ships, the emergency bilge suction pipe shall have the same diameter as the cooling-water suction pipe connection to the pump.44Where the main cooling-water pump referred to in subitem 41(a) is less suitable than other available pumps for bilge pumping duties, an emergency bilge suction pipe separate from, and additional to, any other required bilge suction pipe shall be fitted to draw water from the drainage level of a machinery space, and shall(a)lead to the largest available independent power pump; and(b)have the same diameter as the largest suction pipe connection to the pump referred to in subitem (a).45Except in ships certificated to carry more than 12 passengers, a direct bilge suction pipe on the same side of the ship as the emergency suction pipe may be omitted where the emergency bilge suction pipe is connected to a self-priming type of pump.46Emergency bilge suction valve name-plates shall be permanently marked “For emergency use only”.47A flexible suction hose that has a strainer attached to its lower end and that is of sufficient length and diameter that it is capable of being connected to the suction side of an independent power pump shall be located in the boiler room of every coal-burning ship.Bilge Pumping of Cargo Holds, Tanks and Other Non-machinery Spaces48An efficient pumping system shall be fitted with bilge suction pipes at suitable drainage levels and located so that all water within any compartment, other than spaces permanently appropriated for the carriage of oil, fresh water or other liquids, can be pumped out through at least one suction pipe when the ship is on an even keel and is either upright or is listing by not more than 5°.49For the purposes of item 48, suction pipes on each side of the ship are necessary, except in short narrow compartments where one suction pipe can provide effective drainage under the conditions set out in that item.50In ships certificated to carry more than 12 passengers, the drainage flow arrangements to bilge suction pipes shall be such that all watertight compartments, where practicable, can be pumped out after a casualty, whether the ship is upright or listing.51The open ends of bilge suction pipes in holds and other compartments outside machinery spaces and shaft tunnels shall be enclosed in strainers that(a)have perforations not more than 10 mm in diameter;(b)have a total perforated area of not less than twice that of the suction pipe; and(c)can be cleared without breaking any joint of the suction pipe.52Where, due to size or location of a particular compartment, the installation of a bilge suction pipe would be impracticable, and where flooding calculations indicate that the safety of the ship will not be impaired, the installation of a bilge suction pipe is not required to be installed in that compartment.53Subject to item 118, in ships that have only one cargo hold, where the cargo hold is over 30 m in length bilge suction pipes shall lead to suitable positions in the aft half length and in the forward half length of the cargo hold.54Where close-fitting ceilings or continuous plates are fitted over side bilges, arrangements shall be made so that water in a hold compartment can find its way to the bilge suction pipes.55Where the inner bottom plating extends to the side of the ship, the bilge suction pipes shall lead to wells placed at the side, and if the tank top plating has inverse camber, a suction pipe shall also lead to a well fitted at the centre line of the ship.56Bilge wells shall have a capacity of not less than 150 L, except that in small compartments bilge wells are not required to be fitted if the bilge suction pipes have steel strainers fitted at their lower end.57Where access openings to bilge wells are necessary, they shall be fitted as near to the suction strainers as practicable.58Access to the bilge suction strainer of a bilge well shall not be by means of an opening in machinery space or shaft tunnel watertight divisions, except that where such an arrangement is necessary due to the design features and location of the bilge well, the watertight access opening cover shall be of the hinged type, and a permanent metal plate that bears a notice that the cover must be kept closed, except when access is necessary, shall be affixed in a well-lighted position.59In ships certificated to carry more than 12 passengers, an access opening shall not pass through the machinery space or shaft tunnel watertight divisions.60Subject to item 61, the integrity of machinery space or shaft tunnel watertight divisions shall not be impaired by fitting scupper pipe discharges into machinery spaces or shaft tunnels from adjacent compartments situated below the bulkhead deck.61Scupper pipes with valves and that lead from adjacent compartments may be fitted and lead into a strongly constructed scupper drain tank situated in a machinery space or tunnel.62The scupper drain tank shall be entirely closed and shall be(a)drained by means of a suction pipe leading from the main bilge pipe through a screw-down non-return valve; and(b)vented from a position above the bulkhead deck.63Means shall be provided for determining the level of water in the scupper drain tank.64Where one drain tank is used for the drainage of several watertight compartments, the scupper pipes shall be fitted with screw-down non-return valves.65Means shall be provided for the efficient drainage of the inside of all refrigerated spaces in accordance with rules or codes.66Means shall be provided for the drainage of the chain locker and watertight compartments above the forepeak tank by manual or power pumps.67Steering gear compartments or other small enclosed spaces situated above the afterpeak tank shall be provided with suitable means of drainage by manual or power pumps.68Where the compartments referred to in item 67 are adequately isolated from the adjacent ‘tween-decks, they may be drained by scupper pipes of not less than 35 mm internal diameter discharging to the shaft tunnel, or to machinery spaces in the case of ships with machinery aft, if the pipes are fitted with self-closing cocks situated in well-lighted and visible locations.69In ships certificated to carry more than 12 passengers, the scupper pipe arrangement referred to in item 68 shall not be fitted unless flooding calculations indicate that the safety of the ship will not be impaired.Forepeak and Afterpeak Pumping70Where the forepeak and afterpeak are used as tanks, a separate power pump suction pipe shall lead to each tank, except that in the case of small tanks used for the carriage of domestic fresh water, manual pumps may be used.71Where the forepeak and afterpeak are not used as tanks and power bilge pumping system suction pipes are not fitted, pumping of both peaks may be effected by manual pumps if the suction lift is within the capacity of the pumps and does not exceed 7.5 m in height.72The collision bulkhead may be pierced by pipes for tank filling and emptying purposes but no open-ended drain valve or cock shall be fitted.73The pipes referred to in item 72 shall be provided with screw-down valves that are secured to the bulkhead inside the forepeak and that are(a)capable of being operated from an accessible location above the bulkhead deck; and(b)clearly identified with an indication of their operational status.74In ships certificated to carry 12 passengers or less, valves referred to in item 73 may be fitted on the aft side of the collision bulkhead and the valves are not required to be capable of remote control if(a)they are readily accessible at all times; and(b)the space in which they are located is not a cargo space.Watertight Division Components75No open-ended drain valve or cock shall be fitted to any watertight division where alternative means of drainage are practicable.76Where fitted, open-ended drain valves and cocks shall be(a)readily accessible at all times;(b)capable of being shut-off from locations above the bulkhead deck; and(c)clearly identified with an indication of their operational status.77Valves, cocks, pipes or other components attached directly to the plating of tanks and to watertight divisions shall be secured by(a)screwing studs through the plating;(b)using screwed bolts and not by bolts passing through clearance holes; or(c)welding the studs or the bulkhead piece to the plating.Tank Venting Pipes78Vent pipes shall be provided for tanks intended to contain liquid.79Vent pipes shall be arranged to be self-draining when the ship is on an even keel.80Vent pipes shall be arranged, and the upper part of tanks designed, so that air or gas can freely evacuate.81Vent pipes shall be fitted at the highest parts of the tanks and, where possible, opposite the filling pipes, when the ship is to be on an even keel.82When the tank top is of irregular form, the number and location of vent pipes shall be such as to permit the efficient ventilation of the tank.83Where only one vent pipe is provided, it shall not be used as a filling pipe.84Vent pipes from double-bottom tanks, deep tanks and other tanks that can be filled from the sea shall lead to above the freeboard deck.85Vent pipes from compartments such as cofferdams and from all tanks that can be pumped shall not lead to enclosed areas of the ship.86Means shall be provided to prevent over-pressure or a vacuum in the tanks when closing appliances are in place, by a hole approximately 10 mm in diameter, or other suitable means, in the closing appliance or vent pipe bend.87In each tank that is capable of being pumped up and in which no over-flow pipe is fitted, the total cross-section of vent pipes shall not be less than 1.25 times the cross-sectional area of the corresponding filling pipes and the internal diameter shall not be less than 50 mm.88Vent pipes from heeling or trimming pumping system tanks shall be of sufficient size to prevent the tanks from being subjected to a vacuum or over-pressure beyond the designed structural strength of the tanks when the systems are in operation.89Permanent name-plates shall be attached to the upper part of vent pipes.Overflow Pipes90Where necessary, overflow pipes shall be fitted to prevent tanks from being subjected during filling operations to pressures greater than test pressures.91Overflow pipes shall be fitted where the cross-section of the vent pipes is less than that set out for vent pipes in item 87.92Overflow pipes shall have name-plates attached to the upper part and shall be led(a)to areas other than enclosed areas of the ship; or(b)to spaces provided with means for evacuating the liquid likely to escape accidentally from the overflow.93Where overflow pipes from tanks containing the same liquid or from tanks each of which contains a different liquid are connected to a common piping system, provision shall be made to prevent any risk of intercommunication between the tanks while the tanks are being emptied or filled.94Arrangements shall be made so that a tank cannot be flooded from the sea through the overflow pipe where another tank connected to the same overflow pipe system is bilged.95Overflow piping systems shall be so arranged as to be self-draining when the ship is on an even keel.96The internal diameter of overflow pipes shall not be less than 50 mm.Sounding Arrangements97Means shall be provided for sounding all tanks and the bilges of those compartments which are not readily accessible and the soundings shall be taken as near to the suction pipes as practicable.98Bilges of compartments that are not readily accessible shall be fitted with sounding pipes.99Sounding pipes shall have an identifying name-plate attached to the upper end, be as straight as practicable, and if curved to suit the structure of the ship, the curvature shall be sufficiently easy to permit the ready passage of the sounding rod or chain.100Suitable sounding devices may be used in lieu of sounding pipes for tank liquid level gauging if a supplementary means of manual sounding is provided.101Subject to items 102 and 104, sounding pipes shall lead to locations above the bulkhead deck that are accessible at all times.102In machinery spaces and shaft tunnels where it is not practicable to extend the sounding pipes from double-bottom tanks to above the bulkhead deck, short sounding pipes extending to readily accessible locations at the lowest working-level platform may be fitted.103Short sounding pipes to water tanks shall be fitted with shut-off cocks or with screw caps attached to the pipes by chains.104In ships certificated to carry more than 12 passengers, short sounding pipes may be fitted to cofferdams and double-bottom water tanks situated in the machinery spaces only and shall in all cases to be fitted with self-closing cocks.105Sounding pipes with elbows shall not be fitted to deep tanks unless the pipes and elbows are situated within closed cofferdams or within tanks containing liquids similar to the liquids in the pipes and elbows, but sounding pipes with elbows may be fitted to tanks other than deep tanks and may be used for sounding compartment bilges if it is not practicable to lead sounding pipes directly to the tanks or compartments.106The elbows of sounding pipes shall be of heavy construction and adequately supported.107In ships certificated to carry more than 12 passengers, sounding pipes with elbows shall not be fitted.108Striking plates of adequate thickness and size shall be fitted under open-ended sounding pipes.109Where slotted sounding pipes having closed ends are used, the closing plugs shall be of heavy construction.110The internal diameter of sounding pipes shall be not less than 30 mm.111All sounding pipes for compartments or tanks that pass through refrigerated spaces, or the insulation thereof, and in which the temperature is 0°C or below, shall be suitably insulated and the internal diameter of the pipes shall not be less than 65 mm.Bilge Piping112Subject to items 113 to 118 and to items 7 and 8 of Division VI, the internal diameter of main and branch bilge suction pipes shall be in accordance with rules or codes.113For all ships certificated to carry more than 12 passengers that have a subdivision load line, the diameter of the main bilge pipe shall not be less than that derived in accordance with the following formula, taken to the nearest 5 mm:Lowercase d equals 25 millimeters plus 1.68 times the square root of the product of L times the sum of B and uppercase Dwheredis the internal diameter of the bilge pipe, in millimetresLis the distance measured between perpendiculars of the ship taken at the extremities of the deepest subdivision load line, in metresBis the breadth of the ship measured at the extreme width from outside of frame to outside of frame at or below the deepest subdivision load line, in metresDis the moulded depth of the ship to the bulkhead deck, in metres114The internal diameter of the main bilge suction pipe shall not be less than that of any branch bilge suction pipe and for Group 1 and 2 ships the internal diameter of the main bilge suction pipe shall not be less than 60 mm.115The internal diameter of the branch bilge suction pipe shall not be less than 50 mm and is not required to be more than 100 mm except in the case of pumping from small spaces, where piping with a diameter of 35 mm or more may be used.116The internal diameter of the bilge suction pipe to the shaft tunnel well shall not be less than 60 mm except in ships not exceeding 61 m in length, where the internal diameter may not be less than 50 mm.117Notwithstanding item 114, for ships not exceeding 31 m in length certificated to operate on Minor Waters, Inland Waters Class II or Home Trade Class IV voyages, the diameter of the main and branch bilge suction pipes may be reduced by 20 per cent below the diameter determined in accordance with item 112, but the internal diameter shall not be less than 35 mm.118For a Group 3 ship that has only one cargo hold, where the hold is over 30 m in length one branch suction pipe only may lead to each side of the after end of the cargo hold if the ship(a)is certificated to operate solely on Inland Waters Class voyages;(b)has double-bottom tanks under the full length and breadth of the cargo hold;(c)has watertight longitudinal bulkheads on both sides of the hold that extend the full length of the hold and extend from the bottom of the ship to the freeboard deck; and(d)is designed so that any water in the hold will drain to at least one of the suction pipes.119The diameter of the branch suction pipe referred to in item 118 shall not be less than that derived in accordance with the following formula, taken to the nearest 5 mm:Lowercase d equals 25 millimeters plus 2.16 times the square root of the product of C times the sum of B and uppercase Dwhere:dis the internal diameter of the branch suction pipe, in millimetresCis the length of the cargo hold, in metresBis the greatest moulded breadth of the ship in metresDis the moulded depth of the ship to freeboard deck, in metres120Where the branch suction pipe referred to in item 118 is used only for the purpose of pumping from the cargo hold, it may be connected to the main bilge pipe or the main ballast pipe, but in such a case(a)the internal diameter of the main pipe shall not be less than the diameter of the branch suction pipe;(b)the appropriate power pump shall have the pumping capacity for the diameter of the main pipe as set out in the Table of Capacities to this Part; and(c)the branch suction pipe shall be fitted with a screw-down non-return valve.121Where the branch suction pipe referred to in item 118 is used for the purpose of pumping from and filling the cargo hold, it shall be connected to the main ballast pipe, and in such case(a)the internal diameter of the main ballast pipe shall not be less than the diameter of the branch suction pipe;(b)the ballast pump shall have the pumping capacity for the diameter of the main ballast pipe as set out in the Table of Capacities to this Part; and(c)the branch suction pipe shall be fitted with a screw lift valve and means to prevent the cargo hold from being inadvertently filled from the sea.122The cross-sectional area of each pipe connecting the main bilge pipe to a bilge distribution manifold shall not be less than the sum of the cross-sectional areas of the two largest branch bilge suction pipes connected to the manifold, but need not be greater than the cross-sectional area of the main bilge pipe.123Subject to item 124, the diameter of direct bilge suction pipes in machinery spaces, other than emergency suction pipes, shall have a diameter not less than the diameter of the main bilge pipe.124For Group 3 ships, where direct bilge suction pipes lead to both sides of the ship for normal bilge pumping, one suction pipe shall be of a size not less than that of the main bilge pipe and the other suction pipe may be of the size of the machinery space branch bilge suction pipe, but the smaller suction pipe shall be fitted on the same side as the emergency bilge suction pipe.Bilge Pumps and Connections125All power pumps essential for bilge pumping shall be of the self-priming type unless a central priming system is provided for those pumps.126Each power bilge pump shall be capable of giving a flow rate of water through the required main bilge pipe of not less than 2 m/s as set out in the Table of Capacities to this Part.127Bilge pumps may be used as fire pumps if the simultaneous operation of bilge-pumping systems and fire-pumping systems is not compromised.128Sanitary, ballast and general service pumps may be used as independent power bilge pumps if they are fitted with the necessary connections for bilge pumping.129No emergency bilge pump shall be installed forward of the collision bulkhead.130Pumps required for essential services shall not be connected to a common suction manifold, a common suction pipe, a common discharge manifold or a common discharge pipe unless the arrangements are such that the working of any pump so connected will not be affected by any other pumps operating at the same time.131Bilge pumps shall have isolating valves so that any one pump may continue to operate when another pump is dismantled.132Where relief valves are fitted to bilge pumps that have sea connections, those valves and their outlets shall be fitted in readily visible locations above the lowest working-level platform.133In ships certificated to carry more than 12 passengers, power bilge pumps located in spaces other than machinery spaces are required to have separate direct suction pipes unless the size of the other spaces does not warrant such pipes.DIVISION IIIGroup 1 ShipsItemRequirementsBilge Pumps and Connections1The main bilge pipe shall be connected to(a)at least three power pumps, where the Criterion of Service Numeral for the ship, as determined pursuant to the Hull Construction Regulations, is less than 30; or(b)at least four power pumps, where the Criterion of Service Numeral for the ship, as determined pursuant to the Hull Construction Regulations, is 30 or more.2One of the power pumps referred to in item 1 may be directly driven by a main propulsion engine.DIVISION IVGroup 2 ShipsItemRequirementsBilge Pumps and Connections1The main bilge pipe shall be connected to(a)at least three power pumps, where the Criterion of Service Numeral for the ship, as determined pursuant to the Hull Construction Regulations, is less than 30; or(b)at least four power pumps, where the Criterion of Service Numeral for the ship, as determined pursuant to the Hull Construction Regulations, is 30 or more.2One of the power pumps referred to in item 1 may be directly driven by a main propulsion engine.3In ships of less than 91.5 m in length certificated to operate on Minor Waters Class I voyages, the number of pumps set out in item 1 may be reduced by one.4In ships of less than 61 m in length certificated to operate on voyages other than Minor Waters Class I voyages, the number of pumps set out in item 1 may be reduced by one if one manual pump having inlet and outlet sizes equal to or greater than those of the pump it is replacing is provided.DIVISION VGroups 1 and 2 ShipsItemRequirements1In ships of 91.5 m or more in length, or that have a Criterion of Service Numeral for the ship, as determined pursuant to the Hull Construction Regulations, of 30 or more, the bilge pumping system shall have at least one power pump available for use in all flooding conditions the ship is designed to withstand.2The requirement of item 1 is met where(a)one of the power pumps is an emergency pump of a submersible type having a source of power and controls located above the bulkhead deck; or(b)the pumps and their sources of power are so disposed throughout the length of the ship that under any flooding conditions that the ship is designed to withstand at least one power pump in an undamaged compartment is operable.3Controls referred to in subitem 2(a) shall be clearly identified and an indication of their operational status at the remote control location given, and where extended spindles are used for valves, the spindles shall lead as directly as possible to the remote control location.4Where the ship is not a Safety Convention ship, one power pump, other than the emergency pump, with a pumping capacity of not less than 70 per cent of the capacity set out in the Table of Capacities to this Part may be used where the deficiency in pumping capacity is made up by the excess capacity in the other power pumps.5The required power pump capacity in m³ per hour for a given internal diameter in millimetres of main bilge pipes is set out in the Table of Capacities to this Part.6Where practicable, the power bilge pumps shall be placed in separate watertight compartments so arranged or situated that those compartments will not readily be flooded by the same casualty.7Where the engines and boilers are in two or more watertight compartments, the pumps available for bilge service shall be distributed throughout the compartments to the extent possible.8Manual bilge pumps, where fitted, shall be operable from above the bulkhead deck and shall be so arranged that the components can be withdrawn for examination and overhaul during flooding.9Where two manual pumps are fitted, a shut-off valve or cock operated from above the bulkhead deck, or non-return valves, shall be fitted to enable one of the pumps to be dismantled without the efficiency of the other being affected.10In coal-burning ships where there is no watertight bulkhead between the engine room and the boiler room, a direct discharge overboard shall be fitted from at least one condenser circulating water pump, or a condenser by-pass shall be fitted to the circulating water pipeline.11The main bilge pipe shall be arranged so that no part is situated nearer the side of the ship than the B/5 line where B is the breadth of the ship measured at right angles to the centre line at the level of the deepest subdivision load line or deep load line where a subdivision load line is not assigned.12Where any bilge pump or its connecting pipe to the main bilge pipe is situated outboard of the B/5 line,(a)a non-return valve shall be fitted in the connecting pipe at the junction with the main bilge pipe; and(b)the emergency bilge pump and its connections to the main bilge pipe shall be arranged so that they are situated inboard of the B/5 line.13Means shall be provided to prevent the compartment served by any bilge suction pipe from being flooded in the event of the pipe being severed or otherwise damaged in any other compartment by collision or grounding.14For the purpose of item 13, where any part of a bilge suction pipe is situated outboard of the B/5 line or in a duct keel, a non-return valve shall be fitted to the pipe in the compartment containing an open end.15All distribution boxes, cocks and valves in bilge pumping systems shall be(a)in locations that are accessible at all times under normal circumstances; and(b)so arranged that one of the bilge pumps is capable of pumping out any compartment during flooding conditions.16Where there is only one system of pipes common to all the bilge pumps, the necessary cocks or valves for controlling the bilge suction shall be operable from above the bulkhead deck.17Where, in addition to the main bilge pumping system, an emergency bilge pumping system is fitted,(a)the emergency system shall be(i)independent of the main system, and(ii)so arranged that a pump is capable of pumping out any compartment during flooding; and(b)only the cocks and valves necessary for the operation of the emergency system are required to be capable of being operated from above the bulkhead deck.18Remote controls for cocks and valves referred to in subitem 17(b) shall lead as directly as possible to the remote control location and shall be clearly identified at the upper end and an indication of their operational status given.19Where divided deep tanks or side tanks are provided with cross-flooding arrangements to limit the angle of heel after side damage, the arrangements shall be self-acting where practicable.20In the case where cross-flooding controls are necessary, such controls shall be clearly identified and shall be operable from above the bulkhead deck.21The size of vent pipes for tanks fitted with cross-flooding connections shall be determined by the size of the cross-flooding connections.22There shall be no closing appliance on vent pipes of tanks fitted with cross-flooding connections.DIVISION VIGroup 3 ShipsItemRequirements1The main bilge pipe shall be connected to at least two power pumps.2Two power pumps operating together may be used in lieu of one power pump if the pumps have at least a combined capacity equivalent to the one power pump.3For ships not exceeding 91.5 m in length, one of the power pumps required by item 1 may be driven directly by the main propulsion engine.4For ships not exceeding 150 tons gross tonnage certificated to operate on Minor Waters, Inland Waters Class II or Home Trade Class IV voyages, a manual pump may be used in lieu of a power pump if it has inlet and outlet sizes equal to or greater than those of the power pump.5One power pump with a pumping capacity of not less than 70 per cent of the capacity set out in the Table of Capacities to this Part may be used where the deficiency in pumping capacity is made up by the excess capacity in the other power pumps.6The power pump capacity in m³ per hour for a given internal diameter in millimeters of main bilge pipes is set out in the Table of Capacities to this Part.Oil Tankers and Similar Ships7For oil tankers and similar ships where the main machinery space bilge pumps are not connected to bilge pumping systems outside the machinery space, a main bilge suction pipe that has a cross-sectional area of not less than twice that of the branch bilge suction pipe may be used.8Design of bilge-water pumping systems outside the main machinery space and of ballast water systems in oil tankers and similar ships referred to in item 7 shall be in accordance with rules or codes.DIVISION VIIGroup 4 ShipsItemRequirementsPiping Systems1An effective pumping system shall be fitted with bilge suction pipes leading to drainage levels that permit all water within any compartment or any watertight section of any compartment to be pumped out through at least one suction pipe when the ship is on an even keel and is either upright or is listing by not more than 5°.2In ships certificated to carry more than 12 passengers, bilge water drainage in machinery spaces and watertight compartments shall be such that the spaces and compartments, where practicable, can be pumped out after a casualty when the ship is upright or listing.3The arrangement of the pumping system shall be such as to prevent the possibility of water passing from the sea to any compartment or from one watertight compartment to another and for that purpose bilge suction valves shall be of the screw-down non-return type.4A machinery space bilge suction pipe shall lead from an easily accessible mud box that is fitted with a straight tailpipe to the bilge, except that a mud box is not required if the tailpipe leads to an easily accessible strainer that has a total open area of at least three times the cross-sectional area of the suction pipe.5The open ends of bilge suction pipes in compartments outside machinery spaces shall be enclosed in strainers that(a)have perforations of not more than 10 mm in diameter;(b)have a total perforated area of not less than twice that of the suction pipe; and(c)can be cleared without breaking any joint of the suction pipe.6Bilge suction pipes shall have an internal diameter of not less than 35 mm, except that ships not in excess of 11 m in length may have suction pipes with an internal diameter of not less than 25 mm.7Subject to item 2, where a ship is not in excess of 11 m in length, one machinery space bilge suction pipe only is required to be fitted.8Bilge suction pipes for pumping cargo or machinery spaces shall be entirely separate from sea inlet pipes that may be used for filling or emptying spaces where liquid is carried.9Sea suction, overboard discharge and bilge valves shall be in easily accessible locations and readily visible.10Pipes shall be made in readily removable lengths with flanged joints, or other connections of a type offering security equivalent to that of flanged joints.Pumps11The bilge suction pipe shall be connected to at least two pumps of the self-priming type unless a central priming system is provided for the pumps.12At least one bilge pump shall be an independent power pump and the other bilge pump may be a main propulsion engine-driven pump or manual pump, if the pumping capacity of each power pump meets the requirements of the Table of Capacities to this Part and the manual pump has inlet and outlet sizes equal to or greater than those of the independent power bilge pump.13For ships certificated to operate on Minor Waters, Inland Waters Class II and Home Trade Class IV voyages, each power pump capacity may be reduced by 20 per cent of the capacity set out in the Table of Capacities to this Part, but there shall be no reduction in the piping diameter.14For ships in excess of 11 m in length, the independent power pump shall have, in addition to the main bilge suction pipe connection, a direct machinery space bilge suction pipe of equal diameter.15Bilge pumps may be used as fire pumps if the simultaneous operation of bilge-pumping systems and fire-pumping systems is not compromised.16A general service power pump that is not connected to oil systems may be used as an independent bilge pump if it is fitted with the necessary connections for bilge pumping.17Pumps shall have isolating valves so that any one pump may continue to operate when another pump is dismantled.DIVISION VIIIGroup 5 ShipsItemRequirementsPiping Systems1An effective pumping system shall be fitted with bilge suction pipes leading to drainage levels so that all water within any compartment can be pumped out through at least one suction pipe when the ship is on an even keel and is either upright or is listing by not more than 5°.2The arrangement of the pumping system shall be such as to prevent the possibility of water passing from the sea to any compartment or from one watertight compartment to another.3Bilge suction pipes with effective strainers shall have an internal diameter of not less than 25 mm.Pumps4The bilge pumping system shall have at least two effective bilge pumps.5Subject to items 6 to 8, at least one bilge pump shall be a power pump and the other bilge pump may be a manual pump if the pumping capacity of the power pump meets the requirements of the Table of Capacities to this Part and the manual pump has inlet and outlet sizes equal to or greater than those of the power pump.6For a passenger launch in excess of 18 m in length, both pumps shall be power pumps, one of which may be main propulsion engine-driven.7For a ship or launch not in excess of 11 m in length certificated to operate on Home Trade Class IV or Minor Waters Class II voyages,(a)the power pump capacity may be reduced by 20 per cent of the capacity set out in the Table of Capacities to this Part but there shall be no reduction in the piping diameter; and(b)an effective bailer may be accepted in lieu of a manual pump.8The main propulsion engine cooling-water system may be adapted for bilge pumping and used in lieu of the manual pump referred to in item 5 if(a)suction strainers are fitted;(b)the suction valve arrangement is such that seawater cannot pass in the bilges; and(c)there is assurance of continuous water flow by(i)a visible overboard discharge, or(ii)a water-flow indicator.9Bilge pumps may be used as fire pumps if the simultaneous operation of bilge-pumping systems and fire-pumping systems is not compromised.10A general service power pump that is not connected to oil systems may be used as an independent bilge pump if it is fitted with the necessary connections for bilge pumping.11Pumps shall have isolating valves so that any one pump may continue to operate when another pump is dismantled.12For ships for which plans are not required to be submitted, the arrangement and capacity of the bilge pumping system shall be suitable for the type, service and voyages of the ship.Table of CapacitiesInternal diameter of bilge pipe in mmCapacity of each power pump in m³ per hour253.5 (58 L/min)325.8 (96 L/min)388.2 (136 L/min)5114.7 (245 L/min)5718.46423.27027.77632.78339.09045.89551.010258.810866.011473.512182.812791.2133100.0140110.8146120.5152130.6159143.0165154.0171165.3178179.2184191.4191206.3197219.5203233.0210249.4PARTS II to IV[Repealed, SOR/2021-135, s. 83]SOR/2015-161, ss. 34(E), 35 to 38(F), 39(E), 40(E), 41(F), 42(E), 43(E), 44 to 50(F), 51, 52 to 54(F)SOR/2021-135, s. 83SCHEDULE XVI(Section 4)ItemRequirements1For ships operating in extremely cold conditions, the design of all essential liquid or steam systems prone to frost damage or operational impairment shall take into account those operational conditions and the low-temperature characteristics of CO₂ and any other gases to be used in a ship system.2Water piping systems intended for use in areas exposed to freezing conditions shall, as far as practicable, be separate from water systems intended for use in internal spaces of ships, with drainage facilities being fitted in suitable and easily accessible locations.3Materials subjected to stress at high or low temperatures shall be resistant to failure due to such temperatures.4Means shall be provided to bring into operation propulsion and ship service machinery from a dead ship condition without external aid.5Machinery shall be protected against overspeeding and excessive vibration.6Ship propulsion systems shall have sufficient power, and arrangements shall be provided to enable the ship to be manoeuvered both ahead and astern and controlled at sea, having regard to the voyages the ship is to make.7Normal operation of the propulsion machinery shall be sustainable or restorable where one of the essential auxiliaries becomes inoperative, but a partial reduction in propulsion capability from normal operation is acceptable.8For single essential propulsion components, means shall be provided to assure reliability, especially in the case of unconventional arrangements.9All machinery shall be designed to operate when the ship is upright and when listing at any angle up to and including 15° either way under static conditions and 22.5° either way under rolling conditions and simultaneously inclined 7.5° by the bow or stern under pitching conditions.10Effective guards shall be provided for protection against machinery that moves, is hot or is otherwise hazardous.11Slip-resisting gratings, handrails and ladders shall be fitted to allow access to machinery for operational and maintenance purposes with particular attention being given to spaces where fluids may leak, such as steering gear compartments.12Sufficient means shall be provided, including lighting, to inspect, maintain and clean machinery parts.13Machinery spaces of category A shall be adequately ventilated so that when boilers or other machinery are operating at full power in all weather conditions, an adequate supply of air to the spaces is maintained for the safety and comfort of personnel and the operation of the machinery.14Other machinery spaces shall be adequately ventilated.15Where applicable, at least two independent means of communication shall be provided for communicating orders from the bridge to the location in the machinery space, or in the control room, from which the engines are normally controlled, and one of the means of communication shall be an engine-room telegraph that provides visual indication of the orders and responses both in the machinery space and on the bridge.16Appropriate means of communication shall be provided to any locations other than those referred to in item 15 from which the engines may be controlled.SCHEDULE XVII(Sections 9 and 10)Material Test Certificate formSCHEDULE XVIII(Sections 16 and 24)Component Inspection Certificate formSOR/2023-2572023-12-20SOR/2021-1352021-06-23