Con1 2a pt3
Con1 2a pt3
Con1 2a pt3
Watertight door controls, including hydraulic piping and electric cables, should be
kept as close as practicable to the bulkhead in which the doors are fitted, in order to
minimise the likelihood of their being involved in any damage which the ship may
sustain. The position of the watertight doors or their controls should be such that if
the ship sustains damage to the extent outlined in the requirements, the operation of
the watertight doors clear of the damaged portion of the ship is not impaired.
3.1.2.1 General
The arrangement for the means of closing watertight doors should permit each
door to be locked shut and released locally, from both sides of the bulkhead.
Additional operational requirements apply to ships constructed before 1
February 1992 where the watertight doors, as fitted, do not comply with
paragraph 30 of Section 4 of Schedule 4 in Merchant Shipping Notice MSN
1698 (M).
3.1.2.2 Electrical
(i) Electric motors starters, switches, junction boxes and other electrical
equipment associated with watertight door systems, or their indicators, if
situated below the bulkhead deck, are to be watertight in accordance with
the applicable IP ratings in BS EN 60529.
(ii) Motors and associated equipment installed in car decks are to have
an IP rating appropriate to the worst case degree of flooding.
(vii) The distribution board for main and control circuits should be
installed above the bulkhead deck. The warning light on the bridge
indicator should be wired into the main and emergency power supplies
and continuously illuminated to show that power is available and not
illuminated only when the system is activated. An indicator correctly
wired in this manner and activated by a test button is acceptable.
The mechanism for operating sliding watertight doors by hand from above the
bulkhead deck should be rapid in its action and be such as to be capable of
operating the doors under unfavourable conditions. The mechanical operating
gear above the bulkhead deck and, in the case of non-power operated doors,
at the door itself, should consist of a crank handle or wheel and handle for all-
round operation which should, in general, be permanently attached to the
shafting. It is desirable that the hand gear of power operated doors fitted at the
door itself should be of a similar type, but other types can be considered if the
local gear is such that it could not interfere with the operation of the door from
above the bulkhead deck. The lead of shafting to the door from above the
bulkhead should be as direct as possible. Suitable provision should be made
for lubricating the working parts of the mechanism; guards should be fitted
where necessary. The hand operated gear of power operated doors should be
permanently engaged unless satisfactory means are provided for engaging it
from above the bulkhead deck. A suitable hand/hydraulic system for operating
the watertight doors from above the bulkhead deck may be accepted.
(ii) The sound signal, which is required to give warning at the door itself
when power operated watertight doors are about to be closed, should
precede the movement of the doors by an interval of about 10 seconds.
3.1.3 Controls
Where central local control facilities at navigating bridge deck is fitted, the system
should be designed not only to ensure their efficient operation but also to reduce
the risk of injury to personnel when passing through doorways.
Whilst the required closure time of 60 seconds is a relatively short period of time to
close all doors, it should be borne in mind that recent studies have shown that
progressive flooding through doorways, before effective closure of the watertight
doors can be completed, could have disastrous results in some ships in particular,
ro-ro ferries. It follows, therefore, that prompt action must always be taken to close
any watertight door which may be open when an emergency situation is imminent.
3.2.1.1 Every door of the type described in Regulation 22(3) shall, except
where there is an immediate need to pass through, be kept closed whilst the
ship is on a voyage-
(iii) where the depth of water is less than three times the ship’s draught;
and
3.2.2.2 Whilst one of the primary purposes of the regulations is to ensure that
doors in watertight bulkheads are kept closed during any voyage, they also
provide for specific exceptions to this general requirement:-
(ii) any door to be opened on the express authority of the master for a
specific purpose.
Various factors have to be taken into account when operational procedures for
watertight doors and reference should be made to paragraph 3.2.6.3(iii) of these
Instructions.
When examining the proposals, surveyors should pay particular attention to such
matters as factor of subdivision, fire detection systems, manning (particularly in the
engine room), surveillance systems and alarms for spaces involved etc. The
primary aim is to achieve a situation whereby the highest practicable level of
watertight integrity will be available in the event of the ship sustaining damage to
the hull.
(i) Every watertight door to which the regulations apply, should be given
a specific number and, depending upon the need for it to be opened or
kept open in normal conditions, assigned one of the following categories:-
(b) Type "B" - a door which should be closed, but left opened for the
length of time personnel are working in the adjacent compartment.
(c) Type "C" - a door which should be closed, but may be opened to
permit passage through it.
(a) in the case of each watertight door, other than those fitted in
machinery spaces:-
(aa) whether there is a genuine need for the door to be kept open;
(bb) that whilst it may be very convenient to keep the door open
for prolonged periods such an arrangement could put the safety of
the ship at risk if the hull was suddenly breached; and
(cc) whether a closed door can be opened and then closed again,
safely and easily;
(aa) the need for quick and easy surveillance of machinery spaces
containing main propulsion machinery, essential auxiliaries, gear
boxes, thrustblocks, controllable pitch propellers equipment
electrical power generating plant and fuel preparation and heating
equipment; having regard to the fire risk and the critical nature of a
machinery failure;
(cc) the extent to which fire detecting systems and bilge water level
alarms are fitted;
The instructions should state that the operation of all those doors which are
indicated on the bridge control unit should be supervised by the officer in
charge of the watch by means of that unit.
(ii) (for new construction only) the reason why each door is to be fitted;
3.2.8.1 Gangway and cargo loading doors may be opened provided that
instructions, accepted by the Certifying Authority, are provided to the master.
Acceptance will be considered on an individual ship arrangement basis and
subject to any conditions considered necessary having due regard to the
arrangement. Typical conditions, which are not to be considered exhaustive,
are as follows:-
(i) at the discretion of the master provided that the safety of the ship is
not impaired taking due account of other ship movements;
(ii) not to be opened in adverse weather where water could spill over the
sill of the door coaming and into the ship;
(iv) recording in the official log book of the opening and closing times of
each door.