M.C.

ASTHANA
1
 INTRODUCTION TO
SOLAS
SOLAS means “International Convention for the Safety of Life at Sea”
Sinking of ships at sea have led to horrific loss of lives causing consternation
and concern amongst the Maritime Nations. Loss of SS Titanic in 1912 in
North Atlantic Ocean caused the formulation of the most important International
Treaty concerning merchant ships – SOLAS. The first version of this treaty was
adopted in 1914.
After various versions, the 1960 Convention was adopted by IMCO – Inter
Governmental Consultative Organization leading to the adoption of a new
SOLAS Convention in 1974 by the renamed body IMO – International Maritime
Organization. This version entered into force on 25.05.1980.
SOLAS incorporates a resolution on the Global and uniform implementation of
the “Harmonized System of Survey and Certification” – HSSC which entered
into force on 02.02.2000.
MAIN OBJECTIVES OF SOLAS
- This convention specifies the minimum standards for the
Construction,Equipment and Operation of ships which are compatible
with their safety.
2 M.C.A.
 - Flag States are responsible for ensuring compliance by ships under their
Flag with the regulations.
- Issue of Certificates, as prescribed in the Convention, as proof of
compliance.
- Contracting Governments inspecting ships of other contracting States, if
there are clear grounds to believe that the ship or it’s equipments do not
substantially comply with the requirements of the Convention.
SOLAS Convention comprises of 12 Chapters, of which, those of relevance to
this study have been highlighted as below:
-Chapter I General Provisions
-Chapter II-1 Construction – Structure, subdivision and stability,
machinery and electrical installations
-Chapter II-2 Construction – Fire protection,fire detection and fire
extinction
-Chapter III Life-saving appliances and arrangements
-Chapter IX Management for the safe operation of ships
-Chapter XI Special measures to enhance maritime safety
-Chapter XII Additional safety measures for bulk carriers
3 M.C.A.
REGULATION – 1: APPLICATION
The present regulations apply only to those ships which are engaged on
international voyages.

REGULATION – 2: DEFINITIONS
Regulations: mean the regulations contained in this Convention.
Administration: means the Government of the State whose flag the ship is
entitled to fly.
Approved : means approved by the Administration.
International voyage : is a voyage from a Country to a port outside the
Country.
Passenger : is every person other than master, crew, other persons employed in
any capacity on board a ship on ship’s business and a child under one year of
age.
Passenger ship : is one which carries more than twelve passengers.
4 M.C.A.
 Cargo ship : is any ship which is not a passenger ship.
Tanker : is a cargo ship constructed or adapted for the carriage of inflammable
liquid cargoes in bulk.
Fishing vessel : is one which is used for catching fish etc. and other living
resources of the sea.
Nuclear ship : is one which is provided with a nuclear plant.
New ship : is a ship whose keel is laid on or after 25.05.1980.
Existing ship : is a ship which is not a new ship.
Mile : is 1852 meters or 6080 feet.
Anniversary date : is the corresponding day and month of each year on which
the relevant certificate will expire.

REGULATION – 3: EXCEPTIONS
These regulations do not apply to:
- ships of war and troopships,
- cargo ships = or < 500 GRT,
- ships not mechanically propelled,
- primitive wooden ships, pleasure yachts not engaged in trade, and
- fishing vessels.
5 M.C.A.
REGULATION – 4: EXEMPTIONS
These regulations do not apply to:
- A single international voyage exemption may be granted to a ship
normally on coastal trade provided she complies with adequate
safety requirements;

- A ship engaged in research and development activities on features for

application on ships on international voyages provided she complies
with safety requirements.

REGULATION – 5: EQUIVALENTS
Wherever it is required that a particular type of fitting, material or appliance
is to be used on a ship, the administration may permit any other type of
fittings etc. provided it is satisfied by trial or otherwise that the equivalent is at
least as effective as required by the regulations.
Any substitution allowed by the Administration shall be communicated to
the Organization together with any trails made for further circulation to the
Contracting Governments.

6 M.C.A.
REGULATION – 6: INSPECTION AND SURVEY
The inspection and survey of ships shall be carried out by the officers of the
Administration or by surveyors nominated by it or by organizations recognized by it.
The Surveyors are empowered to : (i) require repairs to a ship; and
(ii) carry out inspections and surveys as
required by Port State upon request.
When a surveyor determines that : condition of the ship/equipment does not
correspond substantially with the Certificate or ship is not fit to proceed to sea
without presenting a danger to the ship or persons on board he will ensure that
CORRECTIVE ACTION is taken.
If the corrective action is not taken then : the Certificate should be withdrawn.
With assistance of the Administration or the Government of the port State it is
ensured that the ship shall not sail until it can proceed to sea or proceed to
nearest appropriate yard without presenting a danger to the ship or persons on
board.
Administration will fully guarantee the completeness and efficiency of the
survey in each case.

REGULATION – 7: SURVEYS OF PASSENGER SHIPS

A passenger ship is subject to the following surveys:
(i) INITIAL SURVEY before the ship is put in service,
7 M.C.A.
 (ii) RENEWAL SURVEY once every 12 months; and
(iii) ADDITIONAL SURVEY as required.
INITIAL SURVEY includes complete inspection of ship’s structure,machinery
and equipment including outside of the ship’s bottom and inside and outside of
the boilers. This survey ensures the compliance of the following with the
requirements of the present regulations: arrangements, materials and scantlings of
the structure, boilers and other pressure vessels and their appurtenances, main
and auxiliary machineries, electrical installations, radio installations, including
those used in life saving appliances, fire protection, fire safety systems and
appliances, life saving appliances and arrangements, ship borne navigational
equipment, nautical publications, means of embarkation for pilots and other
equipments.
This survey also ensures that the workmanship of all the parts of the ship and
her equipment are satisfactory in all respects and that the ship is provided with
lights, shapes, means of making sound signals and distress signals as required
by these regulations and the International Regulations for Preventing
Collisions at Sea.
RENEWAL SURVEY includes inspection of ship’s structure,machinery and
equipment including outside of the ship’s bottom and boilers and other pressure
vessels. This survey ensures that the following is in satisfactory condition and fit
for the service for which it is intended and complies with the requirements of the
present regulations:
8 M.C.A.
 structure, boilers and other pressure vessels and their appurtenances, main and
auxiliary machineries, electrical installations, radio installations, including
those used in life saving appliances, fire protection, fire safety systems and
appliances, life saving appliances and arrangements, ship borne navigational
equipment, nautical publications, means of embarkation for pilots and other
equipments.This survey also ensures that the workmanship of all the parts of the
ship and her equipment are satisfactory in all respects and that the ship is
provided with lights, shapes, means of making sound signals and distress
signals as required by these regulations and the International Regulations for
Preventing Collisions at Sea.
ADDITIONAL SURVEY can be general or partial depending on the
circumstances, and is carried out after any recommended repairs or important
renewals are carried out. The survey shall ensure that the necessary repairs /
renewals are effectively made, material and workmanship are satisfactory in all
respects.This survey also ensures that these comply with these regulations and
the International Regulations for Preventing Collisions at Sea.
These regulations ensure that the ship is fit for the service for which she is
intended from the point of view of Safety of Life.
These regulations shall prescribe the requirements for initial and subsequent
hydraulic or other acceptable alternative tests for main and auxiliary boilers,
connections, steam pipes, high pressure receivers and fuel tanks for internal
combustion engines, together with the test procedures to be followed and the time
period between two consecutive tests. 9 M.C.A.
REGULATION – 8: SURVEYS OF LIFE-SAVING APPLIANCES AND OTHER
EQUIPMENT OF CARGO SHIPS
A cargo ship = or > 500 GRT is subject to the following surveys:
(i) INITIAL SURVEY before the ship is put in service,
(ii) RENEWAL SURVEY once every 5 years; and
(iii) PERIODICAL survey within 3 months before or after the second or
third anniversary date of the Cargo Ship Safety Equipment Certificate
in place of one of the Annual Surveys specified below.
(iv) ANNUAL SURVEY within 3 months before or after each anniversary
date of the Cargo Ship Safety Equipment Certificate.
(v) ADDITIONAL SURVEY as prescribed for passenger ships.

INITIAL SURVEY includes complete inspection of fire safety systems and

appliances, life saving appliances and arrangements, except radio installations,
ship borne navigational equipment , means of embarkation for pilots and other
equipments to ensure that they comply with the requirements of these
regulations and fit for the service for which the ship is intended.
The fire control plans,nautical publications lights, shapes, means of making
sound signals and distress signals are also subject to above survey and comply
with these regulations and the International Regulations for Preventing
Collisions at Sea.
10 M.C.A.
 RENEWAL and PERIODICAL SURVEYS include inspection of equipment
referred to in Initial Survey to ensure that they comply with these regulations and
the International Regulations for Preventing Collisions at Sea, are fit for intended
service of the ship.
ANNUAL SURVEY includes general inspection of the equipments checked in
Initial Survey to ensure that they maintained as required by regulation 11 and
are satisfactory for the intended service of the ship.
The Periodical and Annual Surveys shall be endorsed in the Cargo Ship Safety
Equipment Certificate.
REGULATION – 9: SURVEYS OF RADIO INSTALLATIONS OF CARGO
SHIPS.
Radio installations are subject to all the surveys as carried out for the life
saving appliances of cargo ships (Reg. 8).
INITIAL SURVEY includes complete inspection of the radio installations
including those used in life saving appliances to ensure compliance with these
regulations.
RENEWAL and PERIODICAL SURVEYS include inspection of radio
installations including those used in life saving appliances to ensure compliance
with these regulations.
Periodical Surveys shall be endorsed on the Cargo Ship Safety Radio
Certificate.
11 M.C.A.
REGULATION – 10: SURVEYS OF STRUCTURE, MACHINERY AND
EQUIPMENT OF CARGO SHIPS.
A cargo ship structure, machinery and equipment, apart from fire fighting,
safety and radio equipments, is subject to the following surveys:
(i) INITIAL SURVEY including outside inspection of ship’s bottom before
the ship is put in service,
(ii) RENEWAL SURVEY once every 5 years; and
(iii) INTERMEDIATE SURVEY within 3 months before or after the second or
third anniversary date of the Cargo Ship Safety Construction Certificate
in place of one of the Annual Surveys specified below.
(iv) ANNUAL SURVEY within 3 months before or after each anniversary
date of the Cargo Ship Safety Construction Certificate.
(v) Minimum TWO inspections of the outside of the ship’s bottom in any five
year period with a maximum interval of 36 months between two
inspections.
(vi) ADDITIONAL SURVEY as prescribed for passenger ships.
INITIAL SURVEY includes complete inspection of the structure, machinery
and equipment. This survey ensures the compliance of the following with the
requirements of the present regulations: arrangements, materials ,scantlings and
workmanship of the structure, boilers and other pressure vessels and their
appurtenances, main and auxiliary machineries, electrical installations.
12 M.C.A.
 In tankers this inspection covers pump-rooms,cargo, bunker and ventilation
piping systems and associated safety devices.

RENEWAL SURVEY includes inspection of ship’s structure,machinery and

equipment as covered in Initial Survey to ensure compliance with the present
regulations.

INTERMEDIATE SURVEY includes an inspection of boilers and other pressure

vessels machinery and equipment, steering gear and associated control systems,
electrical installations to ensure that they are satisfactory for the intended
service of the ship. In tankers this inspection covers pump-rooms,cargo, bunker
and ventilation piping systems and associated safety devices.

ANNUAL SURVEY shall include the survey of equipments as listed in the Initial
Survey to ensure that they have been maintained as required by these
regulations and are satisfactory for the intended service of the ship.

Outside of the ships bottom and related items shall be inspected during these
surveys, as indicated, to ensure that they are satisfactory for the intended service
of the ship.

13 M.C.A.
REGULATION – 11: MAINTENANCE OF CONDITIONS AFTER
SURVEYS.
The condition of ship and her equipments shall be maintained in accordance
with these regulations to ensure that the ship remains fit to proceed to sea
without danger to the ship or persons on board.
After completion of any survey of the ship no change shall be made in the
structural arrangements,machinery, equipments etc. without approval of the
Administration.
In the event of accident or damage to ship, affecting the safety/ completeness/
efficiency of ship or her life saving equipment etc., the master or owner of the
ship shall report at the earliest to the Administration or the nominated agency
responsible for issuing the relevant certificate.

REGULATION – 12: ISSUE OR ENDORSEMENT OF CERTIFICATES.

REGULATION – 14: DURATION AND VALIDITY OF CERTIFICATES.
(A) Passenger Ship Safety Certificate: shall be issued after Initial or Renewal
Survey for a maximum period of 12 months.
(B) Cargo Ship Safety Construction Certificate: shall be issued after Initial or
Renewal Survey for a maximum period of 5 years.
(C) Cargo Ship Safety Equipment Certificate: shall be issued after Initial or
Renewal Survey for a maximum period of 5 years.
14 M.C.A.
 (D) Cargo Ship Safety Radio Certificate: shall be issued after Initial or
Renewal Survey for a maximum period of 5 years.
(E) Cargo Ship Safety Certificate: may be issued after Initial or Renewal
Survey as an alternative to B,C and D for a maximum period of 5 years.
(F) Record of Equipment: shall supplement A,B,C and D.
(G) Exemption Certificate: shall be issued when an exemption from the present
regulations is granted.
All the above certificates shall be issued by the Administration or by
authorized organizations; in every case full responsibility is assumed by the
Administration.
When the Renewal Survey is completed within three months before the expiry
date of the existing certificate, the validity of the new certificate shall be from
the date of completion of the survey to – a date not exceeding 12 months for
passenger ships and 5 years for cargo ships from the expiry date of the
existing certificate.
When the Renewal Survey is completed after the expiry date of the existing
certificate, the validity of the new certificate shall be from the date of
completion of the survey to – a date not exceeding 12 months for passenger
ships and 5 years for cargo ships from the expiry date of the existing certificate.

15 M.C.A.
 When the Renewal Survey is completed more than three months before the
expiry date of the existing certificate, the validity of the new certificate shall be
from the date of completion of the survey to – a date not exceeding 12 months
for passenger ships and 5 years for cargo ships from the date of completion of
Renewal Survey.
If the Renewal Survey has been completed and a new certificate cannot be
placed on board before the expiry date of the existing certificate, then the existing
certificate may be endorsed for a further period of five months from the expiry
date.
If the Certificate expires in a port where the Survey cannot be carried out, the
validity of the present Certificate can be extended to allow the ship to make
port in which it can be surveyed and that too only in proper and reasonable
cases for a maximum period of three months. The ship shall not be permitted to
sail from this port without the Certificate – the validity of which will not exceed
12 months for passenger ships and five years for cargo ships from the expiry of
the current Certificate before the extension was granted.
A Certificate ceases to be valid if:
a) the relevant Surveys are not completed within the specified periods;
b) the Certificate is not endorsed in accordance with the regulations;
c) ship is transferred to another flag.Copies of all current Certificates are to be
transmitted to new flag within three months by the old Administration.

16 M.C.A.
REGULATION – 19: CONTROL.
The ship is subject to control by duly authorized officers of respective
Governments when she is in the port of another Contracting Government.
Certificates shall be accepted, if valid, unless there are clear grounds for
believing that the ship or her equipment does not correspond substantially with
the certificates or do not comply with the regulations.
When a certificate has expired or ceases to be valid, the officer carrying out the
control shall ensure that the ship shall not sail until she can proceed to the
appropriate repair yard without danger to the ship or persons on board.
In an intervention of this nature, the control officer shall inform in writing the
Consul or the nearest diplomatic representative of the State whose the ship is
entitles to fly and also the nominated surveyors of the recognized organization
responsible for the issue of the certificates.
Port State authorities shall inform the next port of call of the ship all the
relevant details of the ship in the event they have been unable to take any action or
that they have allowed the ship to sail.
These controls are exercised with all possible efforts being made to avoid
undue delay etc. If a ship is detained unduly, then she shall be entitled for
compensation for any loss or damage.
17 M.C.A.
REGULATION – 1: APPLICATION
This chapter shall apply only to those ships whose keels are laid on or which
are at a similar stage of construction on or after 01.01.2009
REGULATION – 2: DEFINITIONS
Subdivision load line: is a waterline used in determining the subdivision of the
ship.
Deepest subdivision load line: is the waterline which corresponds to the
greatest draught permitted by the applicable subdivision requirements.
Length of the ship : is the length measured between perpendiculars taken at the
extremities of the deepest subdivision load line.
18 M.C.A.
 Breadth of the ship : is the extreme width of the ship at or below the deepest
subdivision load line from outside of the frame to the outside of the frame.
Draught : is the vertical distance between the moulded base line amidships to
the subdivision load line.
Bulkhead deck : is the uppermost deck up to which the transverse watertight
bulkheads are carried.
Margin line : is a line drawn at least 76 mm. The upper surface of the bulkhead
deck at the side of the ship.
Permeability of a space : is a percentage of that space which can be occupied
by water.
Passenger spaces : are the spaces provide for use by passengers by way of
accommodation, excluding baggage, store, provision and mail rooms.
Weather tight : means that no water will not penetrate into the ship under any
sea conditions.
REGULATION – 3: DEFINITIONS (RELATING TO MACHINERY &
ELECTRICAL INSTALLATIONS AND U.M.SPACES
Steering gear control system : is the equipment by which the orders from
navigation bridge are transmitted to the steering gear power units. It is made up of
transmitters, receivers, hydraulic control pumps, associated motors, their
controllers, piping and cables.
Main steering gear : is the machinery necessary to effect the movement of the
rudder for steering the ship under normal service conditions. It is made 19 M.C.A.
 up of rudder actuators, steering gear power units, ancillary equipment and the
means to apply torque to the rudder stock.
 Steering gear power unit : is –electric motor and associated electrical
equipment in case of electric steering gear;
- electric motor, associated electrical equipment
and connected pump in case of electro-hydraulic steering gear;
- a driving engine and connected pump in case of
other hydraulic steering gear.
 Auxiliary steering gear : is the equipment necessary to steer the ship in the
event of failure of the main steering gear. It does not include the tiller, quadrant or
components serving the same purpose.
 Normal operational and habitable condition : is a condition in which the ship
as a whole, machinery, services, means and aids for propulsion, ability to steer,
safe navigation, fire and flooding safety, internal and external communications
and signals, means of escape, emergency boat winches and designed
comfortable conditions of habitability are in working order and functioning
normally.
 Emergency condition : is a condition when any services needed for normal
operational and habitable conditions are not working due to failure of main source
of electrical power.
 Main source of electrical power : is a source which supplies electrical power to
the main switchboard for distribution to all services necessary 20 M.C.A.
 maintaining the ship in normal operational and habitable condition.
Dead ship condition : is a condition where the main propulsion plant, boilers
and auxiliaries are not operational due to absence of power. and in restoring the
propulsion, no stored energy for starting and operating the propulsion plant,
the main source of electrical power and other essential auxiliaries is assumed to
be available.
 Main generating station : is the space where the main source of electrical
power is located.
 Main switchboard : is a switchboard which is directly supplied power from the
main source of electrical power and further distributes it to the ship’s services.
 Emergency switchboard : is a switchboard which is supplied electrical power
from the emergency source of power in the event of failure of main electrical
power supply system or is the transitional source of emergency power and distributes
power to emergency services.
 Emergency source of electrical power : is a source of electrical power which
supplies power to emergency switchboard in the event of failure of supply from the
main source of electrical power.
 Power actuating system : is the hydraulic equipment provided to supply power
to turn the rudder stock and is made up of steering gear power unit/units together
with pipes and fittings and rudder actuator. This system may share common
mechanical equipments – tiller, quadrant and rudder stock which serve the same
purpose.
21 M.C.A.
 Maximum ahead service speed : is the greatest speed a ship is designed to
maintain at sea at the deepest seagoing draught.
Maximum astern speed : is the estimated speed a ship can attain at the
maximum designed astern power at the deepest seagoing draught.
Machinery spaces : are all machinery spaces of category A containing
propelling machinery, boilers, oil fuel units, steam and I.C. engines, generators,
major electrical machinery, oil filling stations, refrigerating, stabilizing,
ventilation and air conditioning machinery, and trunks to such spaces.
Machinery spaces category A : are the spaces and trunks to them which
contain: - I.C. machinery for main propulsion;
- I.C. machinery for other purposes and have a total power output =
or > 375 kW; or
- any boiler or oil fuel unit.
Control stations : are spaces where ship’s radio, main navigating equipment,
emergency source of power, fire recording or fire control equipment are
located / centralized.
Deadweight : is the difference in tons between the displacement of a ship in
water of specific gravity of 1.025 at the load waterline corresponding tom the
assigned summer freeboard and the lightweight of the ship.
22 M.C.A.
 Lightweight : is the displacement of a ship without cargo, fuel, ballast, fresh water,
feed water, stores, passengers, crew and their effects.
REGULATION – 3-1: SRUCTURAL, MECHANICAL AND ELECTRICAL
REQUIREMENTS FOR SHIPS
Ships shall be designed, constructed and maintained in compliance with the
structural, mechanical and electrical requirements of a classification society
recognized by the Administration.
REGULATION – 3-2: CORROSION PREVENTION OF SEAWATER
BALLAST TANKS
This is applicable to oil tankers and bulk carriers constructed after 01.07.1998.
Dedicated ballast water tanks shall have efficient corrosion prevention system
like light colour hard protective coatings applied as per scheme approved by
Administration. Sacrificial anodes may also be used.
REGULATION – 3-3: SAFE ACCESS TO TANKER BOWS
 This is applicable to oil tankers and bulk carriers constructed after 01.07.1998.
 Tankers should have a means to enable the crew to gain safe access to the bows
even in severe weather conditions.
REGULATION – 3-4: EMERGENCY TOWING ARRANGEMENTS ON
TANKERS Every tanker > 20000 DWT and built on or after 01.01.1996, shall be
fitted with emergency towing arrangements fore and aft.
23 M.C.A.
REGULATIONS – 11 : PEAK,M/C SPACE BHD’S IN PASSENGER&CARGO SHIPS
Fwd. perpendicular

z L = Length of ship

A = x/2 B = y = 1.5%*L
x

C = z = 3m.

LOCATION OF COLLISION BULKHEAD IN PASSENGER SHIPS

1.Without underwater extension: not <5% of length of ship and not more than
3m + 5% of the length of ship from fwd. Perpendicular.
2. With underwater extension: distance to be measured from a point giving the
least measurement – A.Mid point of extension;
B. 1.5% of length of ship fwd of fwd perpendicular; or
C. 3m fwd of fwd perpendicular 24 M.C.A.
 CARGO SHIP
Fwd. perpendicular

z L = Length of ship

A = x/2 B = y = 1.5%*L
x

C = z = 3m.

LOCATION OF COLLISION BULKHEAD IN CARGO SHIPS

1.Without underwater extension: not <5% of length of ship or 10m whichever
is less and not more than 8% of the length of ship from fwd. Perpendicular.
2. With underwater extension: distance to be measured from a point giving the
least measurement – A.Mid point of extension;
B. 1.5% of length of ship fwd of fwd perpendicular; or
C. 3m fwd of fwd perpendicular 25 M.C.A.
 In passenger ships – an aft peak bulkhead and other bulkheads dividing
machinery space from passenger and cargo spaces forward and aft shall be
fitted and made watertight up to bulkhead deck;
- stern tubes shall be enclosed in watertight spaces of
moderate volume. The stern gland shall be located in a watertight shaft
tunnel or other watertight space which is separate from stern tube
compartment and of such volume which ,on flooding from stern gland
leakage, will not allow margin line to be submerged.
In cargo ships – machinery space shall be separated from cargo and
passenger/crew spaces forward and aft and made watertight up to
freeboard deck;
- stern tubes shall be enclosed in watertight spaces of
moderate volume.
REGULATION – 12: DOUBLE BOTTOMS IN PASSENGER SHIPS
A double shall be fitted extending from forepeak bulkhead to the after peak
bulkhead.
REGULATION – 12-1: DOUBLE BOTTOMS IN CARGO SHIPS
A double shall be fitted extending from collision bulkhead to the after peak
bulkhead.
26 M.C.A.
REGULATION – 14: CONSTRUCTION AND INITIAL TESTING OF
WATERTIGHT BULKHEADS, ETC. IN PASSENGER AND CARGO
SHIPS
Each watertight subdivision bulkhead – transverse or longitudinal – shall be
constructed to the satisfaction of the Administration and be capable of
supporting the maximum head of water it may experience in the event of damage
to the ship – at least the pressure of water up to the margin line.
Steps / recesses in these bulkheads shall be equally strong.
Testing of main compartments by filling water is not necessary. In it’s absence
hose testing is compulsory which shall be done at a most advanced stage of
construction. A thorough inspection of the bulkhead shall be carried out.
The forepeak, double bottoms including duct keels and inner skins shall be
tested with water head up to margin line.
REGULATION – 15: OPENINGS IN WATERTIGHT BULKHEADS IN
PASSENGER SHIPS
Number of openings in watertight bulkheads shall be minimized, be
compatible with the design and proper working of the ship and shall have
satisfactory means of closing the openings.
Water integrity of the watertight bulkheads shall be ensured when pipes, cables
etc. are carried through. page1

27 M.C.A.
 No doors, manholes etc. are permitted in the collision bulkhead below the
margin line; in transverse watertight bulkheads dividing a cargo space from
another cargo space or from permanent / reserve bunker.
The collision bulkhead may be pierced by one line for handling the fluid in the
forepeak provided that the line is fitted with a screw down valve which can be
operated from above the bulkhead deck and located on fore side of the
bulkhead. It can be located on the aft side of the bulkhead provided it can be
accessed in all service conditions and is not located in cargo space.
Watertight doors shall be power operated sliding type and capable of being
closed simultaneously from central operating console on the bridge in not more
than 60 seconds with the ship in upright position. s
Means of operation – whether by power or hand – shall be capable of closing
the door with the ship listed 150 either way. Force exerted by water flowing
through the opening at a static head of 1m. above the sill on the centre line of the
door.
Controls for watertight door – hydraulic piping or electric cables – shall be
kept as close as practicable to the bulkhead in which the door is fitted to
minimize the possibility of damage in case of accident.Watertight doors and
controls shall be positioned such that if the ship is damaged within one fifth of
the breadth , their operation is not affected.
Indications to show whether the doors are open or closed shall be provided at
28 M.C.A.
 the remote operation positions – which are on the bridge and location of hand
operation above the bulkhead deck.
On ships which do not comply with these regulations, the watertight doors
shall be closed during navigation and their opening in port or closing before ship
leaves port shall be entered in the log-book.
Each power operated door : (i) shall have vertical or horizontal operation,
(ii) door strength and closing appliances shall be
sufficient to prevent leakages,
(iii)shall be located outside the damage zone B/5,
shall be closed when at sea and opened only if
absolutely necessary,
(iv) shall have controls for opening and closing the
door from both sides of the door and for being
closed from central operating console on
the bridge,
(v) shall have hand operated mechanism for
opening and closing the door operating from
either side at the door itself with direction of
rotation clearly indicated,

29 M.C.A.
 (vi) shall have a distinct audible alarm which sounds whenever
the door is closed remotely by power and begins to sound at
least 5s and not more than 10s before the door begins to move
and continues till the door is closed completely. This alarm
may also be supplemented by an intermittent visual signal in
areas of high noise,
(vii)closure time for the door, from the time it begins to move,
shall be not be less than 20s and not more than 40s with the
ship in upright position, and
(viii)power supply shall be from the emergency switchboard
located above the bulkhead deck.
Systems for power operated sliding doors shall be of either of the following:
A. a centralized hydraulic system with two independent power sources
each having a motor and pump capable of simultaneously closing all the
doors. Hydraulic accumulators shall be provided for the system and have
the capacity to operate all doors three times i.e. close – open – close
against adverse list of 150 at the pump cut-in pressure. System design shall
incorporate prevention of a single failure in hydraulic piping
affecting the operation of more than one door. The hydraulic fluid
reservoirs shall have low-level and low gas pressure audio and visual
alarms, which are indicated on the central operating console on
the bridge; or
30 M.C.A.
 B. an independent hydraulic system for each door and having all the
requirements as in A. In addition, loss of stored energy to be indicated at
each operating position; or
C. an independent electrical system for each door with the power source
made up of a motor capable of opening and closing the door. It shall
automatically be supplied transitional source of emergency
electrical power and have the capacity to operate the door three times i.e.
close – open – close against adverse list of 150.
Bridge central operating console shall have: (A) MASTER MODE switch
having two modes of control – LOCAL CONTROL for opening and closing
any door locally without automatic closure, and
- DOORS CLOSED mode for closing all doors
which are open automatically. This shall allow all doors to be opened locally
and reclose automatically upon release of local control mechanism. This mode
is to be used during emergency or for testing;
(B) a diagram showing location of each door with visual indications for
showing whether each door is open or closed – RED light meaning door is fully
open, a GREEN light meaning that the door is fully closed and the flashing of
red light showing that the door is in the process of being closed.
It shall not be possible to remotely open any door from the central operating
console.
31 M.C.A.
REGULATION – 35-1: BILGE PUMPING ARRANGEMENTS
A. FOR PASSENGER AND CARGO SHIPS:
(i) An efficient bilge pumping system, capable of pumping from any
watertight compartment except those used for carrying fresh water,
water ballast, fuel oil or liquid cargo (for which other means are
provided), shall be provided.
(ii) Sanitary, ballast and general service pumps may be accepted as
independent powered bilge pumps provided they are connected to the
bilge pumping system.
(iii)All bilge pipes shall be of steel or other suitable material.
(iv) Arrangements for bilge and ballast pumping systems shall prevent the
possibility of water passing from the sea and from water ballast
spaces into cargo and machinery spaces or from one compartment to
another.
(v) Distribution boxes and manually operated associated with the bilge
pumping arrangements shall be located in easily accessible positions in
ordinary circumstances.
B. FOR PASSENGER SHIPS:
(i) At least three power pumps shall be fitted to the bilge main, one of
which may be driven by propulsion machinery.
(ii) The power bilge pumps shall be located in separate watertight
32 M.C.A.
 compartments which cannot be flooded by the same damage.Bilge
pumps shall be distributed throughout the watertight compartments in
which the main propulsion and auxiliary machineries, including
boilers, may be located.
(iii)For a ship = or > 91.5m in length, at least one power bilge pump shall
be available for use in flooded conditions as follows:
a. one pump shall be a submersible emergency bilge pump having
a power source above the bulkhead deck; or
b. bilge pumps and their sources of power shall be distributed
throughout the length of the ship such that at least one pump in an
undamaged compartment will be available.
(iv) Each power bilge pump shall be capable of pumping water through the
main bilge line at a speed not less than 2 m/s. Independent bilge pumps
in machinery spaces shall have direct suctions in these spaces, limited
to a maximum of two suctions per space.When more two or more
suctions are provided, there shall be at least one on each side of
the ship. Suction size in machinery space shall not be less than the size
of the bilge main.
(v) An additional direct bilge suction from the drainage level of the
machinery space to the main circulating pump, fitted with a non-return
valve, shall be provided. This is the Emergency Bilge
Suction.Diameter of this suction shall be at least two-thirds of the
33 M.C.A.
 pump inlet in steam ships and of the same diameter in motor ships.
[ SUCTION PIPE DIAMETER IN STEAM SHIPS IS LARGER AS
COMPARED TO THE ONE ON MOTOR SHIPS AS A
LARGER QUANTITY OF SEA WATER HAS TO BE
CIRCULATED. AN EMERGENCY BILGE SUCTION VALVE OF
THIS SIZE IS IMPRACTICAL FROM OPERATIONAL POINT
OF VIEW – HENCE SMALLER DIAMETER HAS BEEN
SPECIFIED]
(vi) Emergency bilge suction may also be connected to another largest
available independent pump.
(vii)Spindles of direct and sea suctions shall extend above the engine room
platform.
(viii)All bilge suction connected to pumps shall be independent of other
pumps.
I.D. Bilge main = 25 + 1.68√[Length of ship (Breadth of ship + Moulded
Depth)]
C. FOR CARGO SHIPS:
At least two independent power pumps shall be connected to main bilge
system, one of which may be connected to main propulsion machinery.
REGULATION – 25-2 : DEFINITIONS –ADDITIONAL
Subdivision Load Line: is a waterline used in determining the subdivision of the
ship.
Deepest Subdivision Load Line: is the subdivision load line which corresponds to
the summer draught assigned to the ship. 34 M.C.A.
Partial Load Line: is the light ship draught plus 60% of the difference between the
light ship draught and deepest subdivision load line.

Mid-length: is the mid point of the subdivision length of the ship.

Aft terminal: is the aft limit of the subdivision length.

Forward Terminal: is the forward limit of the subdivision length.

Subdivision Length of of the ship: is the greatest projected moulded length of that
part of the ship at or below deck limiting the vertical extent
of flooding with the ship at the deepest subdivision load line.

Permeability (µ) of a space is the proportion of the immersed volume of that space
which can be occupied by water.

REGULATION – 26: GENERAL

Machinery, boilers and other pressure vessels, associated piping system and
fittings shall be of design and construction which is adequate for the service
intended and installed and protected to reduce to a minimum any danger to the

35 M.C.A.
 persons on board with respect to moving parts and hot surfaces. Design of
working parts shall take into the considerations the on board environmental
conditions.
Components of single essential propulsion equipment shall have special
consideration w.r.t. reliability from the Administration.
Special consideration shall be given to the malfunctioning of the essential
auxiliaries to sustain the normal operation of propulsion machinery. These
auxiliaries are: a.generating set serving as main source of electrical power;
b.sources of steam supply;
c.boiler feed water system;
d.fuel oil supply system for boilers or engines;
e.source of lubricating oil pressure;
f.sources of water pressure;
g.condensate pump to maintain vacuum in condensers;
h.mechanical air supply for boilers;
i.air compressor and receivers for starting and control air; and
j.hydraulic, pneumatic or electrical controls in main propulsion
machinery and controllable pitch propellers.
A partial reduction in propulsion capability from normal operation may be
acceptable after considering overall safety considerations.
36 M.C.A.
 Means are to be provided to bring the machinery into operation from dead ship
condition without external aid. Where the emergency source of power is an
emergency generator it may be used for restoring operation of the main
propulsion plant, boilers and auxiliaries where any power supplies necessary for
engine operation are also protected to a similar level as the starting
arrangements.
Where there is no emergency generator installed the arrangements for
bringing main and auxiliary machinery into operation should be such that the
initial charge of starting air or initial electrical power and any power supplies
for engine operation can be developed on board ship without external aid. If
for this purpose an emergency air compressor or an electric generator is
required, these units should be powered by a hand-starting oil engine or a
hand-operated compressor. The arrangements for bringing main and auxiliary
machinery into operation should have capacity such that the starting energy
and any power supplies for engine operation are available within 30 minutes
of a dead ship condition.
 All boilers, all parts of machineries, all steam, hydraulic, pneumatic and other
systems and their associated fittings, which are under internal pressure shall be
subjected to appropriate tests including pressure test before being put into
service for the first time.
 Main propulsion and auxiliary machinery essential for propulsion and safety of
ship shall, as fitted, designed to operate:
37 M.C.A.
 a. when the ship is upright;
b. when the ship is inclined at an angle of list, either way, up to 15 0
under static conditions and 22.50 under rolling (dynamic) conditions
either way; and
c. simultaneously pitching 7.50 by bow or stern (dynamically).
 Arrangements shall be provided in main propulsion and auxiliary machinery
including boilers for cleaning, inspection and maintenance.
 Vibrations in propulsion machineries in their normal operating ranges shall not
cause undue stresses in them.This is ensured by giving special considerations to their
design, construction and installation.
 Language of operating and maintenance instructions and engineering drawings
for ship machinery and equipment essential for safe operation of the ship shall be one
which is easily understood by officers and crew.
 Vent pipes for fuel oil service, settling and lubrication oil tanks shall be located in
such a way as to prevent ingress of seawater splashes or rainwater in the event of
their breaking. Two numbers of fuel oil service tanks (A service tank is a fuel oil
tank which contains only fuel of a quality ready for use i.e. fuel of a grade and quality
that meet the specification required by the equipment manufacturer. A service tank
should be declared as such and not to be used for any other purpose.) for each type of
fuel in use on board for propulsion and vital services are to
38 M.C.A.
 be provided and arrangements complying with this regulation and acceptable equivalent arrangements., for the most commonly utilized fuel systems, are shown below: 1 Main, auxiliary engines, and boilers operating with heavy fuel oil
(HFO) (one fuel ship)
1.1 Requirement according to SOLAS

This interpretation only applies where main and auxiliary engines can operate with heavy
fuel oil under all load conditions and, in the case of main engines, during maneuvering.
For pilot burners of auxiliary boilers if provided, an additional MDO tank for 8 hours
may be necessary.
Use of a setting tank with or without purifiers, or purifiers alone, and one service
tank is not acceptable as an .equivalent arrangement. to two service tanks.
39 M.C.A.
 REGULATION – 27: MACHINERY
Means to prevent over speed of machinery are to be provided and ensure that safe speed is
not exceeded.
Means to protect against dangerous overpressure in main and auxiliary machineries
including pressure vessels shall be provided.
All gearing, shaft and coupling used for transmission of power to machinery essential for
propulsion and safety of ship or persons on board shall be designed and constructed to
withstand the maximum working stresses to which they may be subjected in the working
conditions. Due consideration shall also be given to the type of engines by which they are
driven.
Crank case explosion relief valves / doors of suitable design and sufficient area shall be
provided on internal combustion engines having bore diameter = or > 200 mm. or a
crank case volume of 0.6 m3 and above. These valves shall be arranged in a way to minimize
the possibility of injury to personnel from explosion discharge by directing it away from
them.
As applicable, main propulsion machinery, both turbine and I.C.Engine types,
and auxiliary machinery shall be provided with automatic shutoff arrangements in
case of failures of lubricating oil supply which could rapidly lead to complete
breakdown, serious damage or explosion. Provisions for overriding automatic
shut off devices may be permitted.
REGULATION – 28: MEANS OF GOING ASTERN
Sufficient power for going astern shall be provided in order to enable 40 M.C.A.
 proper control of ship.
 Ability of machinery to reverse the direction of thrust of the propeller in
sufficient time and bring the ship to rest in reasonable distance from maximum
ahead service speed shall be demonstrated and recorded.
 Following shall be available on board for use by master and / or designated
personnel – stopping times, ship headings and distances recorded on trails,
together with trail results to determine the ability of multiple propellers to navigate
and maneuvre with one or more propellers inoperative.
REGULATION – 29: STEERING GEAR
 Every ship shall be provided with a main and an auxiliary steering gear; failure
of one shall not make the other inoperative.
 All components of steering gear shall be of sound and reliable construction
with special consideration being given to any essential non-duplicated
component. These essential components shall use antifriction bearings like ball-
bearings, roller-bearings or sleeve bearings which are permanently lubricated or
have lubrication fittings.
 For determining the scantlings of piping and steering gear components which
are subjected to internal pressures, the design pressure used in calculations
shall be at least 1.25 times the maximum working pressure expected under
operational conditions. Design criteria shall be considered for design of piping
and components because of pulsating pressures due to dynamic loads. Relief
valves shall be fitted to any part of the hydraulic system which can be isolated,
41 M.C.A.
 and in which pressures can be generated from internal or external forces. Size
of valves shall be adequate to prevent undue rise in pressure above the design
pressure and shall be set below the design pressure.
Main steering gear and rudder stock requirements:
a. They shall be adequate strength and capable of steering the ship at
maximum ahead service speed and this shall be demonstrated;
b. It shall be CAPABLE of putting the rudder over from 350 on one
side to 350 on the other side.
c. With the ship at her deepest seagoing draught and running ahead at
maximum service speed, steering gear shall move the rudder from
35 from one side to 300 on the other side in not more than 28
0

seconds ;
c. They shall be designed not to get damaged at maximum astern
speed – however the design requirement of maximum astern speed
at maximum rudder angle need not be proved by trails; and
d. They shall be power operated where the rudder stock diameter is
over 120 mm. in way of the tiller.
Auxiliary steering gear requirements:
a. It shall be of adequate strength to steer the ship at navigable speed
and capable of being quickly brought into service in an emergency;
b. With the ship running ahead at one-half of the maximum ahead
service speed or 7 knots, which ever is greater, it shall be capable of
putting the rudder over from 150 on one side to 150 on the other in
42 M.C.A.
 not more than 60 seconds; and
c. It shall be power operated where the rudder stock diameter is
over 230mm. in way of the tiller.
Main and auxiliary steering gear power units:
a. They shall restart automatically after power failure; and
b. Can be brought into operation from navigation bridge.Audible and
visual alarms located on the bridge shall indicate power failure
in steering gear power units.
An auxiliary steering gear need not be fitted when the main steering gear
comprises of two or more identical power units provided that:
a. in a passenger ship the main steering gear can operate the rudder as
required with any one of the power units out of operation; b. in
cargo ship, the main steering gear can operate the rudder as required
with all the power units in operation;
c. main steering gear is arranged in a way that a single failure in its
piping system or in one of the power units, the defect can be isolated
so that the steering capability can be maintained or restored speedily.
Steering gear control shall be provided :
a. for main steering gear both on the navigation bridge and in the
steering gear compartment;
b. for all the identical power units of the main steering gear by two
43 M.C.A.
 independent control systems operable from the bridge without
duplication of the steering wheel. In case of hydraulic tele motor
system, a second independent system need not be provided except
in a tanker, chemical tanker or a gas carrier = or > 1000 GRT ;
c. for auxiliary steering gear in the steering gear compartment and
operable from bridge if it is power operated and be independent of
main steering gear control system.
Main and auxiliary steering gear control system operable from the bridge shall
comply with:
a. an electric control system shall shall be served by its own circuit
supplied from steering gear power circuit from a point within the
steering gear compartment or directly from switchboard bus bars
supplying the steering gear power circuit at a point on the switch
board adjacent to the supply to the steering gear power circuit;
b. arrangement shall be provided in the steering gear compartment for
disconnecting the steering gear from its control system which is
controlled from bridge;
c. the system can be brought into operation from the bridge;
d. an audible and visual alarm shall be given on the bridge in the event
of failure of electrical power to the control system; and
e. short circuit protection only shall be provided for steering gear
control supply circuits.
44 M.C.A.
 Electrical power circuits, steering gear control systems and associated
components, cables and pipes shall be separated as far as practicable throughout
their length.
Communication shall be provided between the bridge and the steering gear
compartment.
Rudder angle position:
a. shall be indicated on the bridge in a power operated main steering
gear and be independent of the steering gear control system; and
b. shall be recognizable in the steering gear compartment.
Hydraulic power operated steering gear shall have:
a. arrangement to maintain the cleanliness of the hydraulic fluid;
b. a low level alarm for each reservoir for hydraulic fluid and give the
earliest possible indication of fluid leakage. Audible and visual
indications shall be given on the bridge and machinery space;
and
c. a fixed storage tank having sufficient capacity to recharge at least one
power actuating system including the reservoir for a power operated
steering gear. Storage tank shall be permanently connected to the
hydraulic system by a piping so that the system can be easily recharged
from inside the steering gear compartment; a content indication
gauge shall be fitted to the storage tank.
45 M.C.A.
 Steering gear compartment:
a. shall be readily accessible and be separated from the machinery spaces;
b. shall have suitable arrangements to allow working access to steering gear
machinery and controls, shall have hand rails and gratings or non-slip
surfaces to allow working in the event of hydraulic oil leakage.
When rudder stock is > 230 mm dia:
a. an alternative power supply shall supply the steering gear power unit,
associated control system and rudder angle indicator. It shall be provided
automatically within 45 seconds of power failure from emergency source
or from independent source located within steering gear compartment;
b. in ships > 10000 GRT, this source shall have the capability to operate for
at least 30 minutes of continuous operation and in other ships for 10 minutes.
For tankers, chemical tankers or gas carriers = or > 10000 GRT :
a. steering capability shall be regained in not more than 45 seconds after the
loss of one power actuating system of main steering gear due to a single
failure in any of it’s parts excluding tiller, quadrant etc.;
b. main steering shall have:
i) two independent and separate power actuating systems; or
ii) two identical power actuating systems acting simultaneously in normal
operation and meet the requirements; interconnection of hydraulic power
actuating systems shall be provided and loss of hydraulic fluid from
one system can be detected and the defective system isolated automatically so that
the other system remains operational. 46 M.C.A.
 For tankers, chemical tankers or gas carriers of 10000 GRT to 100000 DWT :
a. loss of steering capability, due to a single failure of any piping or
power units, shall be regained within 45 seconds; and
b. in case the steering gear has only a single rudder actuator, design shall
include special consideration for:
i) stress analysis, fatigue analysis and fracture mechanics
analysis w.r.t. the material used,
ii) installation of sealing arrangements, and
iii) testing and inspection and provision of effective maintenance.
For tankers, chemical tankers or gas carriers of 40000 GRT and above :
Steering capability can be maintained or the rudder movement can be limited
to regain the steering capability quickly in the event of a single failure of the
piping or one of the power units. This shall be achieved by:
a. an independent means of restraining the rudder; or
b. fast-acting valves which may be manually operated to isolate the
actuators from external hydraulic piping and an arrangement to refill
the actuators by a fixed independent power operated pump and
piping system; or
c. the hydraulic power systems are interconnected in a way that the loss
of hydraulic fluid from one system can be detected and the defective
47 M.C.A.
 system isolated either automatically or from bridge so that the system
remains fully operational.
REGULATION – 30: ADDITIONAL REQUIREMENTS FOR ELECTRIC
AND ELECTRO HYDRAULIC STEERING GEAR
Indications to show that motors of electric and electro hydraulic steering gear
are running shall be installed on the bridge and at the main machinery control
position.
Each electric and electro hydraulic steering gear, made up of one or more
power units, shall be supplied by two excusive circuits fed directly from the
main switchboard – one of these circuits may be fed from the emergency
switchboard. An auxiliary electric or electro hydraulic steering gear may be
connected to one of these circuits. Circuits feeding the electric and electro
hydraulic steering gear shall be of sufficient rating to supply all the motors
which can be simultaneously connected to them and may be required to operate
simultaneously.
Short circuit protection and an overload alarm shall be provided in these
circuits. Protection against excess current, including starting current,if
provided, shall not be less than twice the full load current of the motor and
circuit protected. Failure of any phase in a three phase supply shall be indicated by
audio visual alarms located in the position from where the main machinery is
normally controlled.

48 M.C.A.
REGULATION – 31: MACHINERY CONTROLS
Effective means for operation and control of main and auxiliary machinery,
which are essential for the propulsion and safety of the ship shall be
provided.Failure of one control system shall not degrade the performance of
another.
REQUIREMENTS FOR BRIDGE CONTROL OF PROPULSION
MACHINERY:
a. speed,direction of thrust and pitch (in CPP) of the propeller shall be
fully controllable from the bridge under all sailing conditions including
manoeuvring.
b. control shall be done by a single device for each propeller with
automatic performance of all associated services including the means to
prevent overload of main propulsion machinery. Multiple propellers may be
controlled by one control device;
c. main propulsion machinery shall be provided with an emergency
stopping device located on the bridge which shall be independent of the
bridge control system;
d. orders for the main propulsion machinery from bridge shall be
indicated in the main machinery control room and at the manoeuvring
platform;
e. remote control of propulsion machinery shall be possible from only one
location at a time – interconnected control positions are permitted.
49 M.C.A.
 An indicator at each location shall show which position is in control.
Transfer of control between bridge and machinery space shall be
possible only in the machinery space or control room. This system shall
include arrangement to prevent significant alteration of propelling
thrust when control is transferred from one location to another;
f. in case of failure of the remote control system, propulsion machinery
can be controlled locally.Auxiliary machinery, essential for the
propulsion and safety of the ship, can also be controlled at or near the
concerned machinery;
g. an alarm shall be given in case of failure of the remote control system
and the preset speed and direction of thrust of propellers shall be
maintained until the local control is in operation;
h. indications for propeller speed and direction of rotation, in case of fixed
pitch propellers, and for propeller speed and pitch position, in case of
CPP, shall be fitted on the bridge, machinery control room and the
manoeuvring platform;
i. low starting air pressure alarm shall be indicated on the bridge and in
the machinery space. It will be set at a point which shall allow further
starting of main engine. In remote starting system for main engine,
number of automatic consecutive attempts which fail to start shall be
limited in order to conserve sufficient starting air for local start.

50 M.C.A.
 Particular attention shall be given to protect machinery space against fire and
flooding.
Manual override of automatic controls shall be provided and failure in any part
of these systems shall not prevent the use of manual override.
REGULATION – 32: STEAM BOILERS AND BOILER FEED SYSTEMS
Every steam boiler and unfired steam generator shall be provided with at least
two safety valves.
Oil-fired boilers intended for operation without manual supervision shall have
safety arrangements to shut off oil supply and give an alarm in case of low
water level, air supply failure or flame failure.
Water tube boilers serving turbine propulsion machinery shall be fitted with
high water level alarm.
Every steam generating system providing essential services for the safety of the
ship, or which can be rendered dangerous by the failure of it’s feed water
supply, shall be provided with at least two separate feed water systems including
feed pumps. Single penetration of the steam drum is acceptable. Arrangement is
to be provided to prevent over pressure in the system.
Boilers shall have arrangements to supervise and control the quality of feed
water and contamination by oil or other contaminants shall be prevented.
Boilers shall be provided with at least two means for indicating water level, at

51 M.C.A.
 least one of which shall be a direct reading gauge glass.
REGULATION – 33: STEAM PIPE SYSTEMS
Every steam pipe and attached fittings shall be designed, constructed and
installed so as to withstand the maximum working stresses it may be subjected to.
Dangerous water hammer shall be prevented in every steam pipe by providing
draining arrangements.
If a steam pipe is receiving steam from a source at a higher pressure than it is
designed for, then a suitable reducing valve, safety valve and a pressure gauge
are to be fitted.
REGULATION – 34: AIR PRESSURE SYSTEMS
Means to prevent over pressure in compressed air systems and water jackets,
casings of compressors and coolers due to leakage into them from air pressure
parts are to be provided.
Main starting air arrangements of main engines are to be protected against
backfiring and internal explosions in starting air pipes.
Discharge pipes from air compressors shall lead directly to the air receivers.
All starting air pipes from air receivers to the main and auxiliary engines shall be
entirely separate from the compressor discharge pipe system.
Entry of oil into air pressure systems shall be minimized; drain arrangements
are to be provided.
52 M.C.A.
 REGULATION – 35: VENTILATION SYSTEMS
In category A machinery spaces, proper ventilation shall be provided by
maintaining adequate supply of air to ensure safety and comfort of personnel and
the operation of machinery when the machinery or boilers are operating at full
power.
REGULATION – 36: PROTECTION AGAINST NOISE
Machinery noise in machinery spaces shall be reduced to acceptable levels.
Sources of excessive noise shall be suitably insulated if it cannot be reduced.Ear
protectors are to be provided if required.
REGULATION – 37: COMMUNICATION BETWEEN NAVIGETION
BRIDGE AND MACHINERY SPACE
At least two means of independent communication, for communicating orders
from bridge to the control room from where the speed and direction of thrust
of propellers are controlled – one of these being an engine room telegraph, which
provides visual indication of the orders and responses both in the machinery
space and on the bridge. Appropriate communications shall be provided
between the bridge and control room to another position (manoeuvring
platform) from where the speed and direction of thrust of propellers may be
controlled.
REGULATION – 38: ENGINEERS ALARM
An engineers’ alarm, operable from control room, shall be provided and
clearly audible in engineers’ accommodation. 53 M.C.A.
REGULATION – 39: LOCATION OF EMERGENCY INSTALLATIONS IN
PASSENGER SHIPS
In passenger ships the following shall not be installed forward of the collision
bulkhead:
a. Sources of emergency electrical power;
b. Emergency fire pumps;
c. Bilge pumps except those serving spaces for’ard of collision bulkhead;
d. Fixed fire extinguishing systems; and
e. Other emergency installations required for safety of the ship except
anchor windlass
ELECTRICAL INSTALLATIONS
REGULATION – 40: GENERAL
Electrical installations shall have:
a. all electrical auxiliary services necessary for maintaining the ship in
operational and habitable conditions will be ensured without depending
on emergency source of electrical power;
b. electrical services essential for safety will be ensured under all
emergency conditions; and
c. safety of passengers, crew and ship from electrical hazards will be ensured.
54 M.C.A.
1 Classification of Essential electrical services:
1.1 Essential services are those services essential for propulsion and steering,
and safety of the ship, which are made up of .Primary Essential Services and
Secondary Essential Services.
2 Primary Essential Services: (Should not be included in any automatic load
shedding arrangements)
Primary Essential Services are those services which need to be in
continuous operation to maintain propulsion and steering – listed as below:
Steering gears; Pumps for controllable pitch propellers; Scavenging air
blower;Fuel oil supply pumps;Fuel valve cooling pumps;Lubricating oil pumps
and cooling water pumps for main and auxiliary engines and turbines necessary
for propulsion; Forced draught fans; Feed water pumps; Water circulating pumps;
Vacuum pumps and Condensate pumps for steam plants on steam turbine ships
and also for auxiliary boilers on ships where steam is used for equipment
supplying primary essential services;Oil burning installations for steam plants on
steam turbine ships and for auxiliary boilers where steam is used for equipment
supplying primary essential services;azimuth thrusters, which are the sole means
for propulsion/steering with lubricating oil pumps, cooling water pumps;
Electrical equipment for electric propulsion plant with lubricating oil pumps and
cooling water pumps;
Electric generators and associated power sources supplying the above equipment;
55 M.C.A.
 Hydraulic pumps supplying the above equipment; Viscosity control equipment for
heavy fuel oil; Control, monitoring, and safety devices/systems for equipment to
primary essential services;
Fire pumps and other fire extinguishing medium pumps; navigation lights, aids
and signals; Internal safety communication equipment;Lighting system.
3 Secondary Essential Services: (May be included in the automatic load shedding
arrangement provided disconnection will not prevent services required for
safety being immediately available when the power supply is restored)
Secondary Essential Services are those services which need not necessarily
be in continuous operation to maintain propulsion and steering but which are
necessary for maintaining the vessel.s safety. Examples of equipment for
secondary essential services are as follows:
Windlass;Fuel oil transfer pumps and fuel oil treatment equipment; Lubrication oil
transfer pumps and lubrication oil treatment equipment; Pre-heaters for heavy fuel
oil;Starting air and control air compressors; Bilge, ballast and heeling pumps;
Ventilating fans for engine and boiler rooms; Services considered necessary to
Maintain dangerous spaces in a safe condition;Fire detection and alarm system;
Electrical equipment for watertight closing appliances;Electric generators and
Associated power sources supplying the above equipment;Hydraulic pumps
Supplying the above equipment;Control, monitoring, and 56 M.C.A.
 safety systems for cargo containment systems;Control, monitoring, and safety
devices/systems for equipment to secondary essential services.
4 Services for habitability: (May be included in the load shedding arrangement)
Services for habitability are those services which need to be in operation
for maintaining the ship.s minimum comfort conditions for the crew and
passengers. Examples of equipment for maintaining conditions of habitability are as
follows:Cooking;Heating;Domestic refrigeration; Mechanical ventilation;Sanitary
and fresh water; Electrical generators and associated power sources supplying
the above equipment.
REGULATION – 41: MAIN SOURCE OF ELECTRICAL POWER AND
LIGHTING SYSTEM
A main source of electrical power, consisting of at least two generating sets, of
sufficient capacity to supply all the required services shall be provided. The electrical
supply system shall be so arranged that supply to the equipment necessary for
propulsion, steering and safety of ship will be maintained or restored immediately
in case of loss of any of the generating sets in service.
Capacity of the generating sets shall be such that in the event of any one set being
stopped, it will be possible to supply services necessary for normal operational
conditions of propulsion and safety; minimum comfortable conditions of habitability
shall be maintained and do not include services
57 M.C.A.
 such as: Thrusters not forming part of the main propulsion; Moorings; Cargo
handling gear; Cargo pumps; and Refrigerators for air conditioning.
Generators shall be protected against sustained overload by a load shedding
arrangement.
Supply to all necessary services from main source of power shall be
maintained in all conditions of speed and direction of rotation of propulsion
machinery or shafting.
With any one generating set out of operation, the remaining sets shall be
capable of staring main propulsion plant from dead ship condition. Emergency
source of electrical power may be used for this purpose.
Transformers, forming an essential part of electrical supply system, shall be
arranged to ensure the continuity of supply as required.
A main electric lighting system shall be arranged for providing illumination
throughout those parts of ship normally accessible and used by passengers and
crew. It shall be supplied from main source of electrical power.
Arrangement of main electric lighting system shall be such that fire or other
casualty in spaces containing main sources of power, transforming equipment ,
main switchboard and main lighting switchboard will not render the emergency
lighting system inoperative.
58 M.C.A.
 Arrangement of emergency electric lighting system shall be such that fire or
other casualty in spaces containing emergency sources of power, transforming
equipment, emergency switchboard and emergency lighting switchboard will
not render the main lighting system inoperative.
Main switch board location relative to main generating station shall be such
that normal electric supply may be affected by fire or other casualty in one
space only. Environmental enclosure for main switchboard, like control room,
located within the boundaries of the space, is not to be considered separating
switch board from the generators.
When the installed electrical power of main generating sets is in excess of 3
MW and this source is essential for propulsion of the ship, the main bus bar shall
be sub divided into at least two parts which shall be normally connected by
circuit breakers without tripping mechanism or other approved means
achieved by disconnecting link or switch by which bus bars can be split easily
and safely. Bolted links, for example bolted bus bar sections, should not be
accepted. Connections to generating sets and other duplicated equipments
shall be equally divided between the two parts.
REGULATION – 42: EMERGENCY SOURCE OF ELECTRICAL POWER
IN PASSENGER SHIPS
(Blackout should be understood to mean a dead ship condition initiating
event.)
A self contained source of electrical power shall be provided.
59 M.C.A.
 The emergency source of electrical power, associated transforming equipment,
transitional source of emergency power, emergency switchboard and emergency
lighting switchboard shall be located above the uppermost continuous deck and
readily accessible from open deck; these equipments shall not be located for’ard
of the collision bulkhead.
Location of the above emergency equipment in relation to the main source of
electrical power, transforming equipment and main switchboard shall be such that a
fire or other casualty in the spaces containing the latter will not interfere with the
supply, control and distribution of the emergency source of electrical power.
Boundaries of the space containing emergency source of electrical power etc. shall
not be common with the boundaries of spaces containing main source of
electrical power.
Emergency electrical power shall be available simultaneously for all services
essential for safety in an emergency. It will consider starting currents and transitory
nature of certain loads and supply the following loads:
I. Emergency lighting for 36 hours at following points:
a. every muster and embarkation station and over the sides;
b. alleyways, stairways and exits giving access to embarkation stations;
c. service and accommodation alleyways, stairways, exits and personnel lift cars;
d. machinery spaces, main generating stations and their control positions; 60 M.C.A.
 e. all control stations, machinery control rooms, main and emergency
switchboard;
f. all stowage positions of firemen’s outfits;
g. at the steering gear;
h. at fire, sprinkler and emergency bilge pumps and at the staring
positions of their motors;
 II. Following equipments for 36 hours:
a. navigation and other lights as required by COLREG;
b. VHF and MF (if applicable) radio installations;
c. ship earth station;
d. MF/HF radio installations;
e. internal communication equipment required in an emergency;
f. all ship borne navigational equipment;
g. fire detection and fire alarm systems and fire door holding and release
systems;
i. For intermittent operation of daylight signaling lamp, ship’s whistle,
manually operated call points and all internal signals required in an
emergency;
(sl. e to i may have independent supply for 36 hours from accumulator battery
instead of above source)
61 M.C.A.
 j. one of the fire pumps;
k. one automatic sprinkler pump;
l. emergency bilge pump and all equipment required for electrically
powered remote controlled bilge valves;
III. Following equipments for half hour:
a. steering gear;
b. watertight doors including indicators and warning signals;
c. emergency arrangements to bring lift cars to deck level sequentially
for the escape of persons in an emergency.
Emergency source electrical power may either be a generator or accumulator
battery and shall comply with the following:
I. If the emergency source is a generator, then:
a. it shall be driven by a suitable prime mover and have an independent fuel
supply having a closed flash point of not less than 43 0C;
b. it shall start automatically upon failure of main supply and be connected
automatically to the emergency switchboard and all required
emergency services transferred to it. Automatic starting system and the
characteristics of the prime mover shall permit the emergency generator to
carry it’s full rated load within 45 seconds; if the starting source is
single, then this source of stored energy shall be protected from
complete depletion by the automatic starting system; and
62 M.C.A.
 c. it shall be provided with a transitional source of emergency electrical
power.

II. If the emergency source is an accumulator battery, then:
a. it shall carry the emergency load without recharging throughout the
discharge period and maintain the voltage within 12% above or below it’s
nominal voltage;
b. it shall be connected automatically to the emergency switchboard in
the event of failure of main power source; and
c. immediately supply at least the points requiring transitional power.

Where electrical power is needed to restore propulsion, the capacity of

emergency generator shall be sufficient, in conjunction with other
machineries, to restore propulsion in 30 minutes from dead ship condition.
Dead ship. condition should be understood to mean a condition under which the
main propulsion plant, boilers and auxiliaries are not in operation and in
restoring the propulsion, no stored energy for starting the propulsion plant, the
main source of electrical power and other essential auxiliaries should be
assumed available. It is assumed that means are available to start the
emergency generator at all times.

63 M.C.A.
 Transitional source of emergency electrical power shall be an accumulator
battery, suitably located, which shall operate without recharging throughout the
discharge period and maintain voltage within 12% of it’s nominal voltage. It shall
be of sufficient capacity to automatically supply power in the event of failure
of main or emergency source of power to all the emergency lighting and
equipments as listed, watertight doors and their control, indication and alarm
circuits for half an hour. (Except fire and sprinkler pumps)

Emergency switchboard shall be located as close as possible to the emergency
source of electrical power. It shall be located in the same space as the
emergency generator.
Accumulator battery shall not be located in the same space as the emergency
switchboard. An indicator on this panel shall indicate when the batteries
making up the emergency or transitional source of power are being discharged.

During normal operation the emergency switchboard shall be supplied from
main switchboard by an interconnection feeder which will be protected at the
main switchboard against short circuit and overload. This feeder will be
disconnected automatically at the emergency switchboard upon failure of main
supply. In case of feed back operation, the feeder shall be protected against
64 M.C.A.
 short circuit.
Emergency generator, it’s prime mover and emergency accumulator battery
shall be designed and arranged to ensure their full rated operation when the ship
is upright, when inclined at any angle of list up to 22.5 0 and trim of 100 in either
direction or a combination of these angles.
Periodic testing of complete emergency system and automatic starting
arrangements shall be provided for.
REGULATION – 43: EMERGENCY SOURCE OF ELECTRICAL POWER
IN CARGO SHIPS
All requirements are the same, including those for emergency generator,
accumulator batteries and transitional source of electrical power, as for
passenger ships except for the following:
a. Emergency lighting at muster stations etc. for half an hour (instead of
36 hours).
b. All emergency supplies, as listed, to lighting and equipment are for 18
hours ( instead of 36 hours).
EXCEPTIONAL CONDITIONS
Exceptional conditions are: blackout situation; dead-ship situation; routine use for
testing;short-term parallel operation with the main source of electrical power
for the purpose of load transfer; and use of the emergency generator during lay
time in port for the supply of the ship main switchboard and exceptional use of
65 M.C.A.
 the emergency generator for power-supply of non-emergency circuits in port.
SUITABLE MEASURES FOR THE EXCEPTIONAL USE OF THE EMERGENCY
GENERATOR FOR POWER-SUPPLY OF NON-EMERGENCY CIRCUITS IN PORT:
Arrangements should be provided to shed sufficient non-emergency loads to
prevent the generator or its prime mover from becoming overloaded when used in port
and ensure its continued safe operation.

The prime mover should be arranged with fuel oil filters and lubrication oil filters,
monitoring equipment and protection devices as required for the prime mover for
main power generation and for unattended operation.

The fuel oil supply tank to the prime mover should be provided with a low level
alarm, arranged at a level ensuring sufficient fuel oil capacity for the emergency
services for the period of time as required by SOLAS.

The prime mover should be designed and built for continuous operation and
should be subjected to a planned maintenance scheme ensuring that it is
always available and capable of fulfilling its role in the event of an emergency at
sea.

 Fire detectors should be installed in the location where the emergency generator
set and emergency switchboard are installed. 66 M.C.A.
 Means should be provided to readily change over to emergency operation.

Control, monitoring and supply circuits, for the purpose of the use of emergency
generator in port should be so arranged and protected that any electrical fault will
not influence the operation of the main and emergency services.

When necessary for safe operation, the emergency switchboard should be

fitted with switches to isolate the circuits.

Instructions should be provided on board to ensure that when the vessel is under
way all control devices (e.g. valves, switches) are in a correct position for
the independent emergency operation of the emergency generator set and
emergency switchboard.

REGULATION – 44: STARTING ARRANGEMENTS FOR

EMERGENCYGENERATING SETS
Emergency generating sets shall be capable of starting at 0 0 C. In case lower
temperatures are expected then heating arrangements can be provided.
Automatically started generating sets shall have starting devices capable of
67 M.C.A.
 storing energy for at least 3 consecutive starts and, unless an effective manual
starting arrangement can be shown, a second source of energy shall be provided for an
additional 3 starts within 30 minutes.
The stored energy shall be maintained as follows:
a. electrical and hydraulic systems shall be maintained from emergency switch
board;
b. compressed staring air systems maintained by main or auxiliary air receivers
through a non-return valve or by an emergency air compressor, if electrically
driven, shall be supplied from emergency switchboard;
c. all starting and charging devices are to be located in the emergency generator
space and are to be used only for operation of emergency generator.
Emergency generator stored starting energy is not to be directly used for
starting the propulsion plant, the main source of electrical power and/or other
essential auxiliaries
REGULATION – 45: PRECAUTIONS AGAINST SHOCK, FIRE AND OTHER
ELECTRICAL HAZARDS
Exposed parts of electrical machines shall be earthed unless:
- the supply voltage is < 50V d.c. or 50V r.m.s. ; auto transformers shall not be used;
- constructed according to principle of double insulation;
- voltage does not exceed 250V and supplied by safety isolating transformers and
supplying only one device.
68 M.C.A.
 Electrical machineries etc.shall be made and installed in such a way so as not
to cause injury when handled in the normal way.
Main and emergency switchboards shall be constructed in a way to give easy
access without danger to personnel. All the sides shall be guarded and mats or
gratings provided in front and rear of the switchboards. Exposed live parts
having excessive voltages shall not be installed in the front part of the panel.
Hull return system shall not be used on a tanker and for power, heating or
lighting on other ships.
Earthed distribution systems shall not be allowed on tankers.
A device for continuously monitoring the insulation to earth and capable of
giving audio-visual indication of abnormally low insulation shall be provided.
All metal sheaths and armours of cables shall be electrically continuous and
earthed.
Flame retardant type of cables shall be used outside electrical
equipments.Cables connecting fire pumps to emergency generators shall be of
flame resistant type when they pass through areas of high fire risk.
Cables and wiring for emergency circuits, as listed, shall be laid clear of
galleys, laundries, machinery spaces (category A) and other high fire risk areas.
Installation and support of cables and wiring will be in a way to prevent
chafing or other damage.
Each circuit shall be protected against short circuit and overload.
69 M.C.A.
 Rating and setting of overload protective device shall be permanently indicated
at their location.
Lighting fittings shall be arranged to prevent damage to cables and wiring be
heating.
Multiple pole switches shall be provided outside bunker and cargo spaces to
disconnect lighting and power circuits.
Accumulator batteries shall be properly housed in properly constructed and
ventilated compartments.
Accumulator batteries shall not be located inside accommodation spaces.
REQUIREMENTS FOR PERIODICALLY
UNATTENEDED MACHINERY SPACES
REGULATION – 46: GENERAL
 Safety of the ship shall be ensured in all conditions of sailing and
manoeuvring equivalent to that of a manned machinery space.
 Functioning of equipments in a reliable manner shall be ensured by making
arrangements for regular inspections and tests.
 Documentary evidence shall be provided on ships to show her fitness to
operate with periodically unattended machinery spaces.
70 M.C.A.
REGULATION – 47: FIRE PRECAUTIONS
Means to detect and give alarm in early stage of fire in boiler air supply
casings and exhausts (uptakes) and scavenge spaces of main engines.
Engines developing more than 2250 kW power or having bore more than
300mm shall have crank case oil mist detectors or engine bearing temperature
monitors.
REGULATION – 48: PROTECTION AGAINST FLOODING
Accumulation of liquids shall be monitored in bilge wells in normal angles of
heel and trim.
Automatically starting bilge pumps shall be provided with means to indicate
when the influx of liquids is more than the capacity of pump; or when the
pump is starting more frequently than normal.
Location for operating controls for sea suction and overboard discharge valves
shall be such as to allow adequate time to reach and operate them in case of
influx of water.
REGULATION – 49: CONTROL OF PROPULSION MACHINERY FROM
BRIDGE
These are as discussed earlier under “Requirements for Bridge Control”.

71 M.C.A.
REGULATION – 50: COMMUNICATION
Reliable vocal communication shall be provided between machinery control
room, local control position for main engine, bridge and engineers’
accommodation.
REGULATION – 51: ALARM SYSTEM
An alarm system to indicate any fault requiring attention shall be provided and
it shall:
a. sound an alarm at machinery control room and local control position
and indicate each alarm at a suitable position;
b. be connected to engineers’ public rooms and to each of their cabins
through a selector switch to ensure connection to at least one of those
cabins;
c. activate audio-visual alarm on bridge for any situation requiring
attention by officer on watch;
d. it shall be designed on the fail safe principle; and
e. activate engineers’ alarm if an alarm is not attended to within a limited
time.
Alarm system shall be continuously powered, and will switch over
automatically to a stand by power supply in case of failure of normal power
supply.
Alarm system shall be able to indicate more than one fault at the same time
72 M.C.A.
 and acceptance of any alarm shall not inhibit another alarm.
Alarms shall be maintained until they are accepted and visual indication shall
remain till the fault has been rectified.
REGULATION – 52: SAFETY SYSTEMS
A safety system shall ensure automatic shutdown of boiler and machinery
operations in case of serious malfunctions in those machineries and give an
alarm. Propulsion machinery shall shut down only in cases which could lead to
complete breakdown or explosion.
REGULATION – 53: SPECIAL REQUIREMENTS FOR MACHINERY,
BOILER AND ELECTRICAL INSTALLATIONS
Main source of electrical power shall comply with:
a. In case normal electrical power is supplied by one generator, integrity
of supply to services for propulsion, steering and safety of ship
shall be ensured by load shedding. In case of loss of generator, stand-by
generator, of sufficient capacity to maintain all essential
services, shall start and connect to the switchboard automatically with
automatic restarting of all auxiliaries including sequential
operations.
b. In case normal supply is maintained by two generators in parallel, load
shedding shall ensure that, in case of loss of one generator, the
remaining one shall remain in operation without overload to allow
propulsion and steering to ensure safety of ship. 73 M.C.A.
 Automatic change over devices shall be provided for stand-by auxiliary
machines essential for propulsion of ship.
Automatic control and alarm system:
a. Automatic arrangements shall ensure that services needed for operation
of propulsion machinery and it’s auxiliaries are ensured.
b. Alarm shall indicate automatic change over.
c. Alarm for all important pressures, temperatures, fluid levels and other
essential parameters shall be provided.
d. A centralized control position shall be arranged with necessary panels
and instrumentations to indicate any alarm.
Automatic means shall be provided to maintain the level of starting air
pressure for I.C. Engines.

74 M.C.A.
REGULATION – 2: FIRE SAFETY OBJECTIVES AND FUNCTIONAL
REQUIREMENTS
Purpose of these rules is to require the fullest degree of fire protection, fire
detection and fire extinction in ships.
Fire safety objectives of these rules are:
i. prevent the occurrence of fire and explosion;

ii. reduce the risk to life caused by fire;

iii. Reduce the risk of damage caused by fire to the ship, its cargo and
the environment;

75 M.C.A.
 iv. contain, control and suppress fire and explosion in the compartment of origin;
and,

v. provide adequate and readily accessible means of escape for the passengers and
crew.

Functional requirements:

Following basic principles are stated:

a. Ship is divided into main vertical zones by thermal and structural

boundaries;

b. Accommodation spaces are separated from rest of the ship by thermal

and structural boundaries;

c. Restricted use of combustible materials;

d. Detection of fire in the zone of origin;

e. Containment and extinction of any fire in the zone of origin;

76 M.C.A.
 f. Protection of means of escape or access for fire fighting;
g. Ready availability of fire extinguishing appliances;
h. minimization of possibility of ignition of flammable cargo vapour.
REGULATION – 3: DEFINITIONS
Non-combustible material: is one which neither burns nor gives off flammable
vapours for self ignition when heated to 7500C. This is determined as per Fire
Test Procedures Code. All other materials are combustible materials.
A standard fire test: is one in which specimens of bulkheads and decks are
exposed to temperatures corresponding to a time-temperature curve in a test
furnace in accordance Fire Test Procedures Code.
“A” class divisions: are those divisions formed by bulkheads and decks which
comply with the following:
a. they shall be constructed of steel;
b. they shall be suitably stiffened;
c. they shall be constructed to prevent passage of smoke and flame to the
end of one hour standard fire test;
d. they shall be insulated with approved non-combustible materials so
that the average temperature of the unexposed side will not rise more
than 1400C above the original temperature nor will the temperature
at any one point, including joints, rise more than 1800C above the
original temperature within the time listed below:
77 M.C.A.
 i. Class “A-60” 60 min
ii. Class “A-30” 30 min
iii. Class “A-15” 15 min
iv. Class “A-0” 0 min
e. a prototype of bulkhead or deck shall be tested in accordance to Fire
Test Procedures Code to ensure it meets the requirements of
integrity and temperature rise.
“B” class divisions: are those divisions formed by bulkheads and decks which
comply with the following:
a. they shall be constructed to prevent passage of flame for the first half
hour standard fire test;
b. they shall be insulated with approved non-combustible “B” class
materials so that the average temperature of the unexposed side will
not rise more than 1400C above the original temperature nor will the
temperature at any one point, including joints, rise more than 2250C
above the original temperature within the time listed below:
i. Class “B-15” 15 min
ii. Class “B-0” 0 min
c. a prototype of division shall be tested in accordance to Fire
Test Procedures Code to ensure it meets the requirements of integrity
and temperature rise.
78 M.C.A.
 Low flame spread: is a surface which will restrict the spread of flame as per
Fire Test Procedures Code.
Main vertical zones: are the sections into which hull, superstructure and deck
houses are divided by “A” class divisions; mean length on any deck shall not
exceed 40 m.
Accommodation spaces: are spaces used for public spaces, corridors, cabins,
offices, hospitals, cinemas, games and hobbies rooms, barber shops, pantries
containing no cooking appliances and similar spaces.
Public spaces: are those portions of accommodation used for halls, dining
rooms, lounges and similar permanently enclosed spaces.
Service spaces: are spaces used for galleys, pantries containing cooking
appliances, lockers, mail rooms, store rooms, workshops except those which are
part of machinery spaces and similar spaces.
Cargo spaces: are all spaces used for cargo, including cargo oil tanks, and
trunks to such spaces.
Weather deck: is one which is completely exposed to weather from above and
at least two sides.
Oil fuel unit: is equipment used for preparation for delivery to boiler or
I.C.Engine and includes oil pumps, heaters and filters dealing with oil at pressure
more than 0.18 N/mm2.

79 M.C.A.
 Central control station: is one where the following control and indicator
functions are centralized:
a. fixed fire detection and alarm system;
b. automatic sprinklers, fire detection and alarm systems;
c. fire door indicator panels;
d. fire door closures;
e. watertight door indicator panels;
f. watertight door closures;
g. ventilation fans;
h. general / fire alarms;
i. communication systems including telephones; and
j. microphones to public address systems.

Continuously manned central control station: is one which is continuously

manned by a responsible crew member.

Fire Test Procedure Code: is the International Code for Application of Fire
Test Procedures.

80 M.C.A.
REGULATION –4: PROBABILITY OF IGNITION

1. Purpose:

To prevent the ignition of combustible materials or flammable liquids, the

following functional requirements are to be met:

means to be provided to control leaks of flammable liquids;

means to be provided to limit accumulation of flammable vapours;

restriction in ignitability of combustible materials;

ignition sources to be restricted;

ignition sources to be separated from combustible materials and flammable

liquids; and

atmosphere in cargo tanks shall be maintained out of explosive range.

81 M.C.A.
2. Arrangements for oil fuel, lubricating oil and other flammable oils
I. Limitation in the use of oil as fuel:
No oil fuel having a closed flash point of less than 60 0C shall be used;

In emergency generators oil fuel having a closed flash point not less
than 430C may be used;

The use of oil fuel having flash point less than 60 0 C but not less than 430
C may be permitted – eg. For fire pump engines and m/c located outside
class A m/c space – subject to: > fuel oil tanks, except DB tanks, to be
located outside category A m/c space,
> provision for measurement of fuel oil
temperature at suction pipe of oil fuel pump;
> stop valves and/or cocks are provided on
inlet and outlet side of fuel oil strainers; and
> welded pipe joints or of circular cone
type or of spherical type union joint are used as much as possible.

82 M.C.A.
II. Arrangements for oil fuel:
Safety of ship and persons on board shall be ensured by the following
arrangements for oil fuel storage, distribution and utilization:
 fuel oil system containing heated oil under pressure of more than
0.18N/mm2, shall not be placed in concealed positions, so as to
prevent detection of defects and leakage; such spaces shall also be
adequately illuminated.
 Machinery spaces shall be sufficiently ventilated under normal
conditions to prevent accumulation oil vapour.
 Oil fuel tanks > fuel oil, lubricating oil and other flammable oils shall
not be carried in forepeak tanks,
> these shall be a part of ship’s structure and be located
outside the machinery spaces as far as practicable;
> where these tanks are located adjacent or within the
machinery space, at least on of their vertical sides
will be common with the machinery space boundary;
> these shall not be situated so that any leakage from
them can cause fire or explosion by falling on heated
surfaces;
> free standing oil tanks are prohibited in passenger
ship Category “A” machinery spaces; where allowed
they shall have an oil tight spill tray with a drain
pipe leading to a spill oil tank of suitable capacity;
83 M.C.A.
 > filters etc. to be located such that leakage and spills do not fall on heated
surfaces.
> remote operated cocks or valves shall be fitted directly on oil fuel
tanks situated above the D.B. Tank level leading to oil fuel pipes
which would allow oil to escape if they get damaged. Remote
operation is to be done from a safe position outside outside the
concerned space.
> Safe and efficient means for ascertaining the quantity of oil fuel in
tanks shall be provided and may be as follows:
1.Sounding Pipes: they shall not terminate in passenger or crew
These are to spaces or where spillage can lead to fire.Termination in machinery
be spaces is permitted if the following are satisfied – additional oil-
maintained level gauge is provided, - termination is in
in proper locations remote from sources of ignition, - terminations
are fitted with SELF-CLOSING BLANKING DEVICES and A
condition to SMALL DIAMETER SELF-CLOSING CONTROL COCK
ensure located below the blanking device for finding the presence
of oil
accurate before the blanking device is opened; or
functioning 2.Oil-level Gauge: penetration below the top of the tank is not
permitted and overfilling will not release fuel. Fitting of
cylindrical gauge glass is prohibited. Flat glasses are permitted for use
in oil- gauges and self closing valves fitted between gauges and
fuel tanks.

84 M.C.A.
 > Arrangements are to be provided for overpressure of oil tanks, oil
fuel system including filling system . Relief valves or overflow
pipes shall discharge to a safe position.
Oil fuel piping > EXTREMELY HIGH PRESSURE FUEL DELIVERY PIPES
between fuel pumps and fuel injectors shall be protected with a
JACKETED PIPING SYSTEM capable of containing fuel
from line failure. Jacketed pipe is an outer pipe into which the
high pressure pipe is placed forming a permanent assembly.
This system includes a COLLECTION ARRANGEMENT for
leakage oil and an ALARM to be given in case of line failure.
> All surfaces with temperatures above 2200C will be properly
insulated.
> Oil fuel lines will be suitably screened / protected to avoid
spraying or leakage of oil onto hot surfaces, air intakes for
machinery or other sources of ignition.
III. Arrangements for Lubricating oil :
Storage, distribution and utilization of oil used in pressure lubricating
systems shall ensure the safety of ship and persons on board; sight- flow
glasses can be used provided they have a suitable degree of fire
resistance; sounding pipes to have appropriate means of closure.

Sight flow glasses can be fitted in lubricating oil systems provided they are
tested to show suitable degree of fire resistance.
85 M.C.A.
IV. Arrangements for oil fuel in periodically unattended machinery spaces:
F.O. /L.O. systems installed in UMS shall also have:
- automatically filled service oil fuel tanks shall have means to prevent
spillages due to overflow,
- oil fuel purifiers shall be installed in specially reserved space for
purifiers and heaters and have arrangements to prevent overflow
spillages,
- fuel oil service and settling tanks will have a high temperature alarm if
they are fitted with heating arrangements if the flash point of oil can be
exceeded.
3. (Left out)
4. Miscellaneous items of ignition sources and ignitability:
- Electric radiators: If used, they are to be fixed and constructed to
reduce fire risk to a minimum. No exposed element, which can
scorch or set on fire clothing, curtains or similar materials, shall be
fitted.
- Waste receptacles: These will be constructed of non-combustible
materials with no openings at sides or bottom.
- Insulation surfaces protected against oil penetration: Insulation
surfaces shall be impervious to oil and oil vapours in spaces where
penetration of oil products is possible.

86 M.C.A.
5. Cargo areas of tankers:
[FIRE SAFETY MEASURES FOR TANKERS]
I. Separation of cargo oil tanks:
i. Cargo pump rooms, cargo tanks and cofferdams shall be located forward
of machinery spaces. Cargo and slop tanks shall be isolated from machinery
spaces by cofferdams, cargo pump rooms, oil bunker tanks or ballast
tanks.
ii. Main cargo control stations, control stations, accommodations and service
spaces shall be positioned aft of cargo tanks, slop tanks and spaces
which isolate cargo or slop tanks from machinery spaces.
iii. Means shall be provided to keep deck spills away from the accommodation
and service areas – may be achieved by proving a continuous coaming of
300mm. height extending from side to side.
II. Restriction on boundary openings:
i. Apart from some exceptions, access doors, air inlets and openings to
accommodation spaces, service spaces, control stations and machinery
spaces shall not face the cargo area.
ii. Windows and side scuttles facing cargo area and on sides up to specified
limits shall be of fixed type (non-opening).
iii. In case of permanent access from a pipe tunnel to main pump room, a
watertight door shall be capable of being manually closed from outside the
main pump room entrance in addition to bridge operation; the watertight
door shall be kept closed during normal operations except when access
to pipe tunnel is required. 87
M.C.A.
 iv. Illumination is to be provided by permanent, approved gastight lighting
enclosures fitted on bulkheads, and are of adequate strength. Integrity and
gas tightness of bulkhead is to be maintained.

III. Cargo tank venting.

1. Venting systems are distinct from air pipes of other compartments on ship.
Openings from tanks on deck will be such as to minimize the collection of
flammable vapours on deck and their entry into enclosed spaces containing
sources of ignition or collection near deck machinery constituting ignition
hazard.

2. Venting arrangements shall be designed to ensure that neither pressure nor

vacuum in tanks exceed designed limits and will provide for:
- flow of small volumes of vapour, air or inert gas mixtures caused by
thermal variations through pressure/vacuum valves,
- passage of large volumes of vapour, air or inert gas mixtures during cargo
loading and ballasting or discharging,
- a secondary means of allowing full flow relief of vapour, air or inert gas
mixtures to prevent over-pressure or under-pressure. Alternatively
monitoring system to be installed to give alarms from pressure
sensors fitted in tanks in the event of over-pressure or under-pressure
conditions in tanks.

88 M.C.A.
 3. Venting arrangements in each cargo tank may be independent or combined
with other tanks and incorporated into inert gas piping.
4. In combined vent arrangements, stop valves shall be provided to isolate
each cargo tank. These will have locking arrangements under control
of a responsible ship’s officer. Isolation shall allow the flow caused by
thermal variations. These isolations must be opened before cargo loading or
discharge or ballasting of those tanks.
5. Venting arrangements shall be from the top of tanks and shall be self
draining to the cargo tanks or have permanent means of draining.
6. Venting system shall have devices to prevent passage of flame into tanks.
7. Rise of liquid in venting system to a height exceeding design head of cargo
tanks shall be guarded against by high level alarms or overflow controls.
8. Openings for pressure release shall be: at a maximum height of 2m. above
the cargo tank deck and not less than 5m. from nearest air intakes and
openings of spaces containing sources of ignition and from deck
machinery.
9. Pressure-vacuum valves shall be located on a masthead riser with
indications to show open/closed position of bypass valve.
10. Venting outlets shall permit free flow of vapour mixtures; throttle vapours
to achieve a velocity of at least 30m/s;discharge vertically upwards;be
designed for maximum loading rate into 1.25 times.
89 M.C.A.
IV. Ventilation systems in cargo pump rooms:
 Cargo pump rooms shall be mechanically ventilated with the discharge led to a
safe place on deck and minimize the accumulation of flammable vapours.
 Number of air changes per hour shall be at least 20.
 Vents for machinery spaces shall be located as far aft as possible.
Inerting, ventilation and gas measurement
 Double hull and double bottom spaces shall have connections for supply of air.
 Double hull spaces shall have connections for supply of inert gas supply and
have means to prevent hydrocarbon gases from cargo tanks entering these spaces.
 Suitable portable instruments for measuring oxygen and hydrocarbon
concentrations shall be provided.
 Permanently fixed sampling pipes may also be used in double hull spaces where
flexible sampling hoses are not reliable.
V. Inert gas systems:
1. Inert Gas System shall be capable of:
- Inerting cargo tanks by reducing oxygen content to a level where
combustion cannot be supported;
- maintaining the atmosphere in tanks where oxygen content does not exceed
8% by volume and at positive pressure except when the tanks are gas free;

90 M.C.A.
 - eliminating air entry into tanks;
- purging empty cargo tanks of hydrocarbon gas.
2. The system shall deliver inert gas @ 125% of the maximum volumetric
discharge capacity of the ship and at 5% oxygen content by volume in IG
Main at any required flow.
3. Inert Gas may be treated FLUE GAS from main or auxiliary boilers or
INERT GAS GENERATORS or a combination of these.
4. Flue gas ISOLATING VALVES are to be fitted between boiler uptakes
and GAS SCRUBBER on the supply mains. Valves to have indicators to
show open / closed position. When flue gas valve is open , boilers soot
blowers cannot be operated.
5. Flue gas scrubber shall be fitted to effectively cool the gas and remove
solids and sulphur. Adequate supply of cooling water shall always be
available without affecting the essential services on ship.
6. FILTERS shall be fitted to minimize the carry over of water to the inert gas
blowers.
7. At least two BLOWERS shall be fitted to supply the required volume of
gas to the cargo tanks.
8. Two FUEL OIL PUMPS shall be fitted to the inert gas generator.
9. I.G.System shall be designed not to exert pressure in excess of tank design
pressure.
91 M.C.A.
 10. Blowers and scrubbers shall be located aft of cargo tanks,cargo pump
rooms and category ‘A’ machinery spaces.
11. WATER SEALS shall be fitted to prevent flue gas backflow and to
facilitate safe maintenance. Water supply will be maintained by two
separate pumps at all times.Seal shall be protected against freezing.
12. An automatically controlled GAS REGULATING VALVE shall be fitted
on the I.G. supply main to regulate the flow of gas to cargo tanks.This
valve is to be located on the fwd bulkhead of the forward most
GAS-SAFE SPACE.(Space where hydrocarbons entry will produce flammable or toxic
hazards)
13. Cargo tanks shall be protected against overpressure or vacuum caused by
thermal variations when the tanks are isolated from inert gas mains.
14. Inert gas main can be connected to external supply of inert gas through
suitable arrangements.
15. All vapours from cargo tanks are to be vented through suitable mast risers
or HIGH VELOCITY VENTS.
16. Inerting, purging and gas-freeing arrangements will minimize the
accumulation of hydrocarbon vapours in pockets and:
i) Gas outlet pipe shall be fitted as far as possible from inlet pipe and it’s
mouth in tank is not more than 1m. above the tank bottom;
ii) Cross sectional area of gas outlet pipe will permit gas velocity of 20m/s
92 M.C.A.
 when any three tanks are being simultaneously supplied inert gas. Outlet
pipe to extend not less than 2m. above deck level;
iii) Gas outlet pipes are to be fitted with blanking arrangements;
17. Pressure / vacuum-breaking devices shall be provided on inert gas main or
on the venting system and prevent the cargo tanks from being subjected to
positive pressure in excess of test pressure of tank when being loaded
at maximum rated capacity with all other outlets closed; and against a
negative pressure exceeding 700mm water gauge when cargo is being
discharged at maximum rated capacity of cargo pumps and inert
gas blowers were to fail.
18. Continuous indication of inert gas pressure and temperature at the
discharge side of the blowers shall be provided.
19. Continuous indication and recording of inert gas pressure and oxygen
content is to be done by devices placed in the cargo control room.
20. Inert gas systems shall have audio-visual alarms to indicate:
i) Low water pressure or flow rate to the flue gas scrubber;
ii) High water level in flue gas scrubber;
iii) High gas temperature;
iv) Inert gas blower failure;
v) Oxygen content in excess of 8%;
93 M.C.A.
 vi) Power supply failure to the automatic control system;
vii) Water seal low water level;
viii) Gas pressure less than 100mm water gauge;
ix) High gas pressure;
Additional alarms for inert gas generator type I.G.Systems:
x) Insufficient fuel oil supply;
xi) Power supply failure to the generator; and
xii) Automatic control system for the generator.
Automatic shut down will take place in case of i), ii), iii) and iv).
21. Cargo pumps to shut down automatically on low pressure alarm in
I.G.Main.
22. Detailed instruction manuals to be placed on board and will include
instructions to be followed in case of failure of I.G.System.
Protection of Cargo pump rooms:
Each cargo pump-room shall be provided with ONE of the following fixed fire
extinguishing systems readily accessible position outside the pump-room:
 - Either a carbon di oxide or halon system with a notice at the controls stating that due
to ELECROSTATIC IGNITION HAZARD the system is to be used only for fire
extinguishing purpose and not for Inerting; or
 - A high expansion foam system or a fixed pressure water system.
94 M.C.A.
REGULATION –5: FIRE GROWTH POTENTIAL
1. Purpose:
To limit the fire growth potential in every space of the ship, the following
functional requirements are to be met:

means of control of air supply to the space shall be provided;

means of control for flammable liquids in the space shall be provided, and

the use of combustible material shall be restricted.

2. Control of air supply and flammable liquid to the space:

Main inlets and outlets of all ventilation systems shall be capable of being
closed from outside the spaces being ventilated. Means of closing shall be
easily accessible.

Power for ventilation for accommodation, machinery, cargo and service

spaces as well as control stations shall be capable of being stopped from an
easily accessible position outside the space being served and this position
shall not be cut off in the event of fire in the concerned space.

95 M.C.A.
 Following machinery space controls shall be located outside the spaces
controlled and will not be cut off in the event of fire in the spaces they serve:
Means of control shall be provided for opening and closure of skylights,
openings in funnels and ventilation dampers in machinery spaces.
Controls provided for power ventilation for machinery spaces shall b grouped to
operate from two positions, one of which is outside and these controls shall be
separate and distinct from controls for ventilation of other spaces.
Control for stopping forced and induced draft fans, oil fuel transfer pumps, oil
fuel unit pumps, lubricating oil service pumps, thermal oil circulating pumps and
oil separators shall be provided.
3. Fire protection materials:
Use of non-combustible materials:
> Insulating materials shall be non-combustible except for cargo
spaces, insulation of pipe fittings for cold service systems etc. but
their use shall be kept to a minimum quantity.
> Ceilings and linings shall be of non-combustible materials except in
cargo spaces.
Use of combustible materials:
> In passenger ships combustible materials are permitted in areas like
saunas etc. In cargo ships combustible materials are allowed in ceilings etc.
96 M.C.A.
 provided that these spaces are bounded by non-combustible bulkheads. For all
ships, these materials shall comply with further requirements as below;
>> Maximum calorific value of surfaces and linings shall not exceed
45Mj/m2 of the area of the thickness used. This is not applicable to surfaces
of furniture fixed to the linings or bulkheads.
>> Total volume of combustible veneers, facings etc. in the
accommodation and service areas shall not exceed volume equivalent to
2.5mm thick veneer on the combined area of walls and ceiling linings.
>> Low flame spread characteristics of exposed surfaces in corridors,
stairways, bulkhead and ceiling linings in accommodation and service
spaces shall be in accordance to Fire Test procedure Code.

REGULATION –7: DETECTION AND ALARM

1. Purpose: of this regulation is to detect fire in the space it originates in, provide
alarm for safe escape and fire fighting activity . Following functional
requirements are to be met :
I. Fixed fire detection and fire alarm system installations, suitable for nature
of space, fire growth potential and potential generation of smoke and gases;
II. Effectively placed manual call points to ensure readily accessible means to
raise alarm; and
97 M.C.A.
 III. Fire patrols to provide effective means of detecting and locating fires and
alerting navigation bridge and fire teams.
2. General requirements:
A fixed fire detection and fire alarm system shall be provided in accordance to
this regulation.
This system together with a sample extraction smoke detection system as
required in this regulation will comply with Fire Safety Systems Code.
In this system, at least one detector complying with Fire safety Systems Code
shall be installed in each space.
3. Initial and periodical tests:
These systems are to be tested under varying conditions of ventilation after
installation.
System functioning shall be tested periodically by using equipment producing
heat, smoke or aerosol particles of the correct size etc. to allow the detector to
respond.
4. Protection of machinery spaces:
Installation: A fixed fire detection system shall be installed in:
> Periodically unattended machinery spaces,
> Machinery spaces having manned and periodically unmanned
supervision 98 M.C.A.
 Design:
> The fixed fire detection system will be so designed and the detectors so
positioned that fire in any part of the protected spaces is rapidly
detected under normal conditions of machinery operations and
ventilation. Detection of fire will initiate audible and visual alarms in
sufficient places including bridge and engine room.
5. Protection of accommodation, service spaces and control stations:
Smoke detectors in accommodation spaces:
> Smoke detectors shall be installed in all stairways, corridors and
escape routes within accommodation spaces. Special purpose smoke
detectors shall be installed within ventilation ducting.
> Protection may be given by either a fixed fire detection and fire alarm
system or an automatic sprinkler, fire detection and fire alarm
system of an approved type.

6. Manually operated call points:

Manual call points shall be installed throughout the accommodation spaces,
service spaces and control stations; one MCP is located at each exit; no part of
corridors is to be more than 20 m from an MCP.
99 M.C.A.
7. Fire patrols in passenger ships:
Fire Patrols:
> Ships carrying more than 36 passengers will have an efficient patrol
system which is maintained to promptly detect an outbreak of fire. Each
member of the fire patrol will be familiar with the arrangements on ship and
operation of any equipment he may be called upon to use.
Inspection Hatches:
> To detect any smoke or flame in concealed, inaccessible places, fire
patrols can make use of inspection hatches in ceilings and bulkheads. These
hatches should not affect the efficiency of fire protection.
Two way portable radio telephone apparatus:
> Each member of fire patrol will be provided with a radio telephone
apparatus.
OTHER SPECIFICATIONS FOR FIXED FIRE DETECTION AND FIRE
ALARM SYSTEMS
i) Fixed fire detection and alarm system with manually operated call
points shall be capable of immediate operation at all times.

ii) Power supply:

a) power supply to circuits shall be monitored for loss of power or fault
conditions; latter shall initiate audio-visual signal at control
panel which is separate from fire signal;

100 M.C.A.
 b) Alarm and detection system shall have two sources of power supply, one
of which shall be an emergency source. Supply shall be given by
separate excusive feeders through an automatic change over switch
located near the control panel.
iii) Detectors and manual call points:
a) They shall be grouped into sections;
b) If this alarm is not attended to within 2 minutes, then an audible alarm
shall be automatically sounded throughout the crew
accommodation via an alarm sounder system which need not be an
integral part of the detection system; and
c) Detectors shall operate by heat, smoke, flame, other products of
combustion or a combination of these. Flame detectors shall be only
used in conjunction with smoke or heat detectors.
iv) The control panel shall be located on the bridge or the main fire control
room.
v) Indicating units:
a) Information about spaces covered shall be displayed at the indicating
units; and
b) They shall show the section in which detector or manual call point has
operated; one indicating unit shall be located so as to be accessible to
crew and one shall be on the bridge if the control panel is located
in the fire control room. 101 M.C.A.
 vi) The number of enclosed spaces covered by a section shall be 50 to enable
quick identification of source of fire.
vii)Sections covering accommodation, control station or service space shall be
separate from those covering machinery spaces
viii) System requirements:
a) A loop cannot be damaged at more than one point in a fire;
b) Faults like power break, short circuit and earth shall not make the
whole loop ineffective;
c) In the event of failure, initial configuration can be restored; and
d) The first initiated fire alarm shall not stop any other detector from
initiating further fire alarms.

ix) Installation requirements:

a) Smoke detectors shall be installed in all stairways, corridors, escape
routes and in ventilation ducting in the accommodation.
b) Position and location of detectors shall be for optimum performance;
positions near beams, air ducts and other places where air flow patterns
can be adversely affected shall be avoided. Min. distance from
bulkheads shall be 0.5m and spacing shall be as below:

102 M.C.A.
 Detector type Max. floor area per Max. distance Max. distance from
detector between detectors bulkheads
Heat 37m2 9m 4.5 m

Smoke 74 m2 11 m 5.5 m
xi) Design requirements:
a) System and equipment shall withstand supply voltage variation and
transients, temperature changes, vibration, humidity, corrosion etc.
normally seen on ships.
b) Smoke detectors shall operate : before smoke density exceeds 12.5%
obscuration per metre but not until smoke density exceeds 2%
obscuration per metre.
c) Heat Detectors shall operate before the temperature exceeds 78 0C and
not until it exceeds 540C when the temperature is raised to those
limits at a rate less than 10C per minute.
d) Permissible temperature of operation may be raised to 300C above the
maximum deck head temperature in spaces having high ambient
temperature eg. Drying rooms.
103 M.C.A.
REGULATION – 8: CONTROL OF SMOKE SPREAD
1. Purpose: of this regulation is to control the spread of smoke in order to minimize
hazards from smoke. Means of controlling smoke in atriums, machinery spaces
and concealed spaces shall be provided for this purpose.

2. Protection of control stations outside machinery spaces:

Ventilation, visibility and freedom from smoke shall be ensured in control
stations outside machinery spaces, so that in the event of fire, machinery and
equipment contained therein may be supervised for continued effective function.
Alternative and separate air supply shall be provided and shall be so located that
risk of both inlets drawing smoke simultaneously is minimised.

3. Release of smoke from machinery spaces:

This applies to Category A machinery spaces.
Arrangements are to made to suitably release smoke in the event of fire from the
space to be protected; normal ventilation systems may be acceptable for this.
Means of control for release of smoke shall be provided outside the space
protected – they shall not be cut off in the event of fire in the space they serve.
In passenger ships these controls shall be grouped together in as few positions as
possible and shall have safe access from open deck.

104 M.C.A.
REGULATION – 9: CONTAINMENT OF FIRE
1. Purpose: of this regulation is to contain a fire in the space of origin. For this
following requirements are to be met:
The ship shall be sub divided by thermal and structural boundaries;
Thermal insulation of boundaries shall have due regard to the fire risk of the
space and adjacent spaces; and
Fire integrity shall be maintained at openings and penetrations.

2. Thermal and structural boundaries:

Cargo ships:
Accommodation, service spaces and control stations shall have one of the
following methods of protection:
> Method IC : (Not applicable to tankers) Internal division bulkheads
are of non-combustible “B” or “C” class divisions and spaces are
generally without automatic sprinkler, fire detection and alarm
system.
> Method IIC: Fitting of an automatic sprinkler, fire detection and
alarm system for detection and extinction of fir in all spaces in which
fire is expected to originate and have no restriction on type of
internal divisional bulkheads.
> Method IIIC: Fitting of fire detection and alarm system in spaces
where fire is expected to originate, with no restriction on type of internal
bulkheads except that area of accommodation space bounded by “A” or
“B” class division does not exceed 50 m2.
105 M.C.A.
REGULATION – 10: FIRE FIGHTING
1. Purpose: of this regulation is to suppress and swiftly extinguish a fire in the
space of origin. For this following requirements are to be met:
Fixed fire extinguishing systems shall be installed, having due regard to the
fire growth potential of the space protected; and
fire extinguishing appliances shall be readily available.

2. Water supply systems: ships shall have fire pumps, fire mains, hydrants and
hoses complying with this regulation:

I. Fire mains and hydrants

a. Material which becomes ineffective by heat shall not be used in the
construction of fire mains and hydrants. Their placement shall allow
easy coupling with the fire hoses. Pipes shall be laid such as to be
protected from cargo on deck. Hose couplings and nozzles shall be
interchangeable.

b. Valves shall be fitted at each hydrant to allow any hose to be

disconnected while the fire pumps are on.

106 M.C.A.
 II. Ready availability of water supply:
Water shall be available as follows:
i. in passenger ships at least one effective jet shall be available from
any hydrant at an interior location;
ii. in cargo ships on UMS operation, water shall be delivered
immediately from the fire main system at suitable pressure by remote
starting of fire pump from bridge of fire control station or the system
shall be permanently pressurized.
III. Diameter of fire mains:
Diameter of fire mains shall be sufficient to effectively distribute the
maximum required discharge from two fire pumps operating
simultaneously; in cargo ships this diameter shall be sufficient to
distribute water discharge of 140m 3/hour.
IV. Isolating valves and relief valves:
> Isolating valves to separate the fire main section within the machinery
space containing the main fire pump/s from the rest of the fire main,
shall be fitted in accessible place outside the machinery spaces. With
the isolating valves shut all the hydrants of the fire main, except
those
107 M.C.A.
 in the machinery space, can then be supplied water from a fire pump
not located in the machinery space through pipes which do not pass
through this space. Short lengths of suction/discharge pipes of
emergency fire pump may be allowed to penetrate the machinery space
provided the pipe is encased in steel casing.

> In tankers, isolation valves shall be fitted at 40m. intervals on deck to

maintain integrity in case of explosion.

> Relief valves shall be fitted on fire system to prevent excess pressure –
above the design pressure of the system.

 V. Number and position of hydrants:

a. Hydrant number and positions shall be such that at least two jets of
water, not emanating from the same hydrant and one of which shall be
from a single length of hose, may reach any part of the ship accessible
normally to passengers and crew while the ship is being navigated.
These shall be positioned near the access to the space protected.

b. In passenger ships, the above requirement shall be satisfied with all

watertight doors and all doors in main vertical zone bulkheads are
closed.
108 M.C.A.
VI. Pressure at fire mains
a. With two pumps running simultaneously and delivering the required
quantity of water through two adjacent hydrants, the following
minimum pressures are to be maintained:

Type of Ship Displacement Required minimum

pressure
Passenger = or > 4000 GRT 0.4 N / mm2
ship 1000 GRT to 4000GRT 0.3 N / mm2
Under 1000 GRT To satisfy Administration
Cargo ship = or > 6000 GRT 0.27 N / mm2
1000 GRT to 6000GRT 0.25 N / mm2

Under 1000 GRT To satisfy Administration

b. The maximum pressure in each hydrant shall not exceed that at which
the effective control of fire hose cannot be demonstrated.

109 M.C.A.
VII. International Shore Connection:
1. Such connection can be used on either side of the ship.
2. Standard dimensions are as below:

Description Dimension
Outside diameter 178 mm.
Inside diameter 64 mm.
Bolt circle 132 mm.
diameter
Slots in flange 4 holes 19 mm. dia., slotted to periphery
Flange thickness 14.5 mm. minimum
Bolts and nuts 4, each 16 mm. dia. 50 mm. in length & 8
washers
Material and Steel for service up to 1.0N/mm2;flat face on
shape one side and other side attached to coupling to
fit ship’s hydrant and hose.
Gasket Suitable material for 1.0N/mm2 services

110 M.C.A.
VIII. Fire pumps:
CAPACITY OF FIRE PUMPS
a. Fire pumps shall deliver the required quantity of water, at the specified
pressure, as below:
i. For passenger ships: Not less than two-thirds of the quantity to
dealt with by the bilge pumps; and
ii. For cargo ships: Except for emergency fire pump,
1. not less than four-thirds of the capacity of each of the bilge
pumps on passenger ships of same dimension, and
2. in no cargo ship more than 180 m3/hour.
b. Each of the required fire pumps shall have a minimum capacity of
25m3/hour and deliver two required jets of water.
ARRANGEMENTS FOR FIRE PUMPS AND FIRE MAINS
a. Ships shall have independently driven fire pumps as below:

Passenger ships = or > 4000 GRT At least 3

Passenger ships<4000 GRT and cargo ships = or > 1000 GRT At least 2
Cargo ships < 1000 GRT Admin. to satisfy

111 M.C.A.
 b. Sanitary, ballast or general service pumps may be accepted as fire
pumps provided that they are normally not used for pumping oil.
c. For passenger ships = or > 1000 GRT, fire in any one compartment
shall not put all the fire pumps out of action.
d. For cargo ships = or > 2000 GRT, an INDEPENDANTLY DRIVEN
EMERGENCY FIRE PUMP SHALL BE PROVIDED in case
fire in any one compartment can put all fire pumps out of action.
IX. Requirements for emergency fire pump:
i. Emergency fire pump shall be capable of supplying two jets of
water to the satisfaction of the Administration.
ii. Capacity of emergency fire pump shall not be less than 40% of the
total capacity of the fire pumps required by this regulation with a
minimum of 25m3/hour.
iii. The minimum specified pressure at the hydrants shall be
maintained.
iv. A diesel driven emergency fire pump can be started from cold
condition at 00C by hand cranking; heating may be provided at
lower temperatures. Other means of starting, if provided, will start
the power source at least six times in 30 minutes – at least
twice in the first 10 minutes.
v. Fuel oil service tank shall contain fuel to run the pump for 3 hours

112 M.C.A.
 with additional fuel for another 15 hours – which is stored outside the
main machinery space.
vi. Total suction head and NPSH of the pump shall be such as to give the
required two jets of water, capacity of pump and minimum
pressure at the hydrants.
v. Boundaries of the space containing the fire pump shall be insulated as
per structural fire protection. No direct access shall be permitted
between this space and machinery space.It’s boundaries shall not
be common with those of machinery space.
vi. Ventilation arrangements for this space shall be such as not to allow
ingress of smoke from machinery space fire.
f. No direct access can be permitted between the machinery space and the
space containing the emergency fire pump.
X. Fire hoses and nozzles:
a. Fire hoses shall be made of approved non-perishable type of material
having sufficient length to satisfy the Administration. Each shall
have necessary couplings and nozzles. They shall be kept in prominent
positions near the hydrants. In passenger ships they shall
remain connected to the hydrants at all times.
b. The number and diameter of hoses shall be to the satisfaction of the
Administration.

113 M.C.A.
 c. In passenger ships, each hydrant shall have at least one fire hose.
d. In cargo ships, one hose for each 30m. length of ship plus one spare
but not less than five in all excluding hoses required in machinery space
and boiler room.
e. Fire hoses shall have a length of at least 10 m. but not more than:
> 15 m. in machinery spaces;
> 20 m. in other spaces and open decks; and
> 25 m. on decks of ships exceeding breadth of 30 m.

Size and type of nozzles:

a. Nozzle size for accommodation = 12 mm.
b. Nozzle size for machinery space and exterior locations = 19 mm.
c. All nozzles shall be of approved dual purpose type i.e. spray – jet type;
they shall incorporate a shut off.

3. Portable fire extinguishers:

a. All fire extinguishers shall be of the approved design and type.

b. Capacity of portable fluid extinguishers shall be not more than 13.5 l

and not less than 9 l.

114 M.C.A.
 c. Spare charges shall be provided for 100% of the first ten extinguishers and
50% of the remaining fire extinguishers capable of being recharged on
board. Not more than 60 total spare charges are required.
Recharging instructions shall be carried on board. Additional spare
extinguishers of the same type and capacity shall be carried on board for
those extinguishers which cannot be recharged on board..
d. Extinguishers containing media which give off fumes toxic to the persons
handling them, shall not be allowed.
e. A portable foam applicator unit shall consist of air-foam nozzle of inductor
type and capable of being connected to the fire mains by a fire hose and
a portable tank containing at least 20 l of foam making liquid and one
spare tank. The nozzle shall be capable of making effective oil fire
extinguishing foam at the rate of 1.5m3/min.
f. Portable extinguishers shall be periodically examined and tested as required.
g. Portable extinguishers intended for use in a space shall be stowed near the
entrance of that space.
h. Accommodation, service and control spaces shall have portable
extinguishers of appropriate types and in sufficient numbers.
i. Carbon di oxide fire extinguishers shall not be placed in accommodation
spaces.

115 M.C.A.
4. Fixed fire extinguishing systems:
I. Types of fire-extinguishing systems: A fixed fire extinguishing system can
be of any one of the following types:
a. a fixed gas extinguishing system;
b. a fixed high expansion fire extinguishing system; or
c. a fixed pressure water fire extinguishing system.
Further:
Extinguishing media that give off gases toxic to persons under
expected conditions of use are not permitted – like fire extinguishing
systems using Halon 1211, 1301 and 2402 and perfluorocarbons.
II. Closing appliances for fixed fire extinguishing systems:
Protected space shall have means to close all openings which may
allow escape of gas or admit air and shall be capable of being
closed from outside the protected space.
III. Storage rooms of fire extinguishing medium:
Storage room for extinguishing media shall have the following :
i) it shall be located behind the forward collision bulkhead and is
used for no other purpose;
ii) it shall be mechanically ventilated designed to take exhaust air
from the bottom of the space and shall provide 6 air changes
per hour.;

116 M.C.A.
 iii) access shall be from the open deck and independent of the
space protected; if located below main deck, it will be no more
than one deck below open deck and shall have direct access to
open deck; and
iv) access door shall open outwards and the room is to be gas tight.
IV. Other requirements:
a. Pipes conveying extinguishing media shall have control valves clearly
marked to show the spaces to which the pipes are led. Passenger
spaces shall not have gas fire extinguishing media.
b. Nozzles shall be arranged on the discharge piping in a way to obtain
uniform distribution of extinguishing medium.
c. Where the volume of free air contained in air receivers would affect
the efficiency of fixed fire extinguishing system upon release in the
protected space, then additional quantity of fire extinguishing medium
is to be provided.
d. Automatically sounding alarm shall be activated when the fire
extinguishing medium is to be released in the protected space; it
shall operate for a suitable period before the medium is released.
e. Control for fixed fire extinguishing system shall be readily accessible,
simple to operate, grouped together in least possible locations
which cannot be cut off in a fire and display clear instructions for
operation at each location.
f. Automatic release of fire extinguishing medium shall not be permitted.
117 M.C.A.
 g. Automatically sounding alarm shall be activated when the fire
extinguishing medium is to be released in the protected space; it
shall operate for a suitable period before the medium is released.

h. Control for fixed fire extinguishing system shall be readily accessible,

simple to operate, grouped together in least possible locations
which cannot be cut off in a fire and display clear instructions for
operation at each location.

i. Automatic release of fire extinguishing medium shall not be permitted.

j. When more than one space is to be protected, the quantity of

extinguishing medium shall be sufficient to protect the largest space.

k. Containers for extinguishing media, except for steam, shall be located

outside the spaces protected.

l. Crew should be able to check the contents of the containers safely.

m. Extinguishing medium containers and associated pressure containers

shall be designed w.r.t. the storage location and expected working
temperatures and to the satisfaction of the Administration.
n. Spare parts for the system shall be stored on board. 118 M.C.A.
 CARBON DIOXIDE
SYSTEMS Area of this plane = 40%
of area of plane A.
Machinery space volume
above this plane is
ignored.
Engine casing

Plane ‘A’ x/2

x

Tank top x/2

a.Quantity of free volume of CO2 for cargo spaces = 30% of gross volume
largest cargo space.
b.Quantity of free volume of CO2 for machinery spaces = larger of the
following volumes –
119 M.C.A.
 i) 40% of the gross volume of the largest machinery space protected
excluding that part of casing above the level at which the horizontal
area of casing is 40% or less of horizontal area of the concerned space
taken midway between the tank top and the lowest part of the casing;
or
ii) 35% of the gross volume of the largest machinery space protected.
c.Volume of free CO2 = 0.56m3/kg.
d. Fixed piping in machinery space will permit discharge of 85% of gas within
2 minutes.
e. CO2 systems shall comply the following requirements:
i) Two separate controls shall be provided for release of CO 2 in a
protected space and ensure the activation of alarm. One control shall
discharge the gas from its containers and the other shall open the
valve on the piping to convey the gas into the protected space.
ii) The two controls shall be located in a release box marked clearly for
the space protected. If the box is locked the key shall be in a break
glass type box located adjacent to the box.

120 M.C.A.
 V. Automatic sprinkler, fire detection and fire alarm systems
i) Automatic sprinkler, fire detection and fire alarm system shall be capable
of immediate operation at all times without any action by the crew. It
shall be of the wet pipe type; any parts exposed to cold temperatures shall be
insulated against freezing. The system shall be kept pressurized.
ii) Alarm indication:
a) Audio-visual alarm is to be indicated for each section when any
sprinkler comes into operation;
b) Alarm is to be indicated at one or more indicating units which will
also show any fault in the system; and
c) These units will show in which section the fire has occurred and
shall be centralized on the bridge and one more position to ensure
audio-visual indication of fire is received by the crew.
iii) Grouping and sections:
a) Sprinklers shall be grouped in sections containing a maximum of
200 sprinklers;
b) Each section of sprinklers can be isolated by readily accessible
isolation valve whose position is clearly indicated; and
c) A pressure gauge is to be provided at each section stop valve and at
a central station.
iv) Temperature rating:
a) Sprinklers shall be corrosion resistant; and
121 M.C.A.
 b) Sprinklers shall come into operation within temperature range from
68oC to 79oC except in locations of high ambient temperature
where the operating temperature may be increased to 30 oC above
the maximum deck head temperature.
 v) System plans: A displayed plan at each indicating unit shall show the
spaces covered and location of each zone w.r.t. each section. Maintenance
instructions shall also be available.
 vi) Sprinkler location and coverage area: Sprinklers are to be placed in
overhead position and spaced in suitable pattern to give application rate of
5 l/m2/min over the area covered by them.They may be placed in other
positions provided water distribution is equally effective.
 v) System and equipment details:
a) A pressure tank, having a volume twice the capacity of the
specified standing charge of water, is to be provided;
b) The quantity of standing charge of fresh water to be contained in
the tank is equal to the quantity discharged in one minute by the
independent power pump in the system;
c) Air pressure in the tank shall be maintained to ensure that the
standing charge of fresh water is used completely under air pressure
equal to the working pressure of the sprinkler plus the pressure
exerted by the head of water from the bottom of the tank to the
highest sprinkler in the system.Arrangement to replenish air
pressure in the tank is to be provided. A glass gauge will indicate the
correct water level in the tank;
122 M.C.A.
 d) The independent power pump shall automatically continue the
discharge of water from the sprinklers when the pressure drops in
the system and before the standing fresh water in the pressure tank gets
completely exhausted;
e) The pump and piping shall be capable of maintaining sufficient
pressure at the highest sprinkler for continuous output of water to
cover an area of 280m2 at the specified application rate;
f) A test valve with a short open ended discharge pipe shall be fitted on
the pump delivery side; it shall have effective bore to allow
required pump release while maintaining the specified system
pressure;
g) Sea water inlet to the pump shall be in the compartment where the
pump is located and it will not need to be shut for any reason
except for inspection and repair of pump; and
h) The pump and tank shall be fitted in a compartment not requiring
protection by sprinkler protection and remote from the machinery
space.
vi) System power supply:
a) The pump and automatic alarm and detection system shall have two
sources of power supply;
b) One supply shall be from main switch board and other from emergency
switch board by separate excusive feeders through an automatic
change over switch located near the pump;
c) This switch shall permit supply from main switch board when it is 123
M.C.A.
 available and change over automatically to emergency switch board.
The switches shall be clearly marked.
vii) Cross connection: Sprinkler system shall be connected to the ship’s fire
main through a non-return valve which will prevent a back flow from the
sprinkler system to the fire main.
viii)Testing arrangement: A test valve shall be fitted in each section to test the
automatic alarm by discharge of water.
ix) Spare sprinkler heads shall be provided.
d) The independent power pump shall automatically continue the
discharge of water from the sprinklers when the pressure drops in
5. Fire fighter’s outfits
A fireman’s outfit shall have the following:
1.Personal equipment made up of: - Protective clothing to protect skin from
radiated heat from fire and scalds from
steam; with water resistant outer
surface;
- Boots and gloves of electrically
non- conducting material like rubber;
- Rigid helmet for protection against
impact;
- An electric safety lamp
(hand lantern) with a min. burning
period of 3hrs. And
- An Axe.
124 M.C.A.
 2.A breathing apparatus which can be either:
a) A Smoke Helmet or Smoke Mask with an air pump and an air hose of
sufficient length to reach from open deck to any part of holds or
machinery spaces.If the air hose length exceeds 36 m., then a Self-contained
Breathing Apparatus (SCBA) shall be provided as a substitute or in addition
to Smoke Helmet; or

b) A compressed air SCBA having 1200 l of air in cylinders or be capable

of providing air for 30 min. together with a number of interchangeable
spare charges shall be provided.

3.A fireproof Lifeline of sufficient length and can be attached by a snap hook
to the harness of the apparatus or to a separate belt.

4.All ships shall carry at least 2 fireman's outfits.

5.Fireman’s outfits are to be so stored as to be easily accessible and ready for

use.
125 M.C.A.
REGULATION – 14: OPERATIONAL READINESS AND MAINTENANCE
1. Purpose: of this regulation is to maintain and monitor the effectiveness of
the fire safety measures a ship is provided with. Following
requirements are to be met:
> fire protection and fire fighting systems and appliances shall be
maintained ready for use; and
> above are to be properly tested and inspected.

2. General requirements: When the ship is in service, the above

requirements are to be met at all times. A ship is not in service
when:
> it is in repairs / lay-up at anchor or in port or in dry dock; and
> in case of passenger ships when there are no passengers on board.
I. Operational readiness: Following fire protection systems shall be kept in
good order to ensure their required performance in case a fire occurs:
> structural fire protection, including fire resisting divisions, and
protection of openings and penetrations in these divisions;
> fire detection and fire alarm systems; and
> means of escape and appliances.

Portable fire extinguishers which have been discharged, shall be

immediately recharged or replaced with an equivalent unit.
126 M.C.A.
 II. Maintenance, testing and inspections:
a. Maintenance, testing and inspection shall be carries out based on
guidelines developed by Organization in order to ensure reliability of fire
fighting systems and appliances.
b. Maintenance plan shall be kept on board and be available for inspection as
and when required.
c. Maintenance plan shall include the following as installed:
> fire mains, fire pumps and hydrants, including hoses, nozzles and international
shore connections;
> fixed fire detection and fire alarm systems;
> fixed fire extinguishing systems and other fire extinguishing appliances;
> automatic sprinkler, fire detection and fire alarm system;
> ventilation systems including fire and smoke dampers, fans and their controls;
> emergency shut down of fuel supply;
> fire doors, including their controls;
> general emergency alarm system;
> Emergency escape breathing device;
> Portable fire extinguishers, including spare charges; and
> Fire –fighter’s outfits.
Maintenance programme may be computer based. 127 M.C.A.
REGULATION – 15: INSTRUCTIONS, ON BOARD TRAINING & DRILLS
1. Purpose: of this regulation is to reduce the severity of the consequences of
fire by giving proper instructions for training and drills for persons on
board in correct procedures under emergency conditions.
2. General requirements:
I. Instructions, duties and organization
> Crew members shall receive instructions on fire safety on board the
ship and also on their assigned emergency duties.
> Fire extinguishing parties shall be organized and shall have the
capability to complete their duties at all times when the ship is in
service.
II. On board training and drills
> Crew members shall be trained in the arrangements and use of
following: fire fighting systems and appliances and emergence
escape breathing devices.
> Crew member performance in carrying out fire fighting duties will be
evaluated.
> Fire drills on board training in the use of ship’s fire extinguishing
systems and appliances shall be carried out in accordance with the
regulations in Chapter III.
128 M.C.A.
III. Training manuals:
a. A training manual, written in the working language of the ship, shall be
provided in every mess room and recreation room or in each crew cabin.

b. The training manual shall explain the following in detail:

- general fire safety practice and precautions related to the dangers of

smoking, electrical hazards, flammable liquids and similar common
shipboard hazards;
- general instructions on fire fighting activities and fire fighting
procedures, including procedures for notification of a fire and use of
Manually Operated Call Points;
- meanings of ship’s alarms;
- operation and use of fire fighting systems and appliances;
- operation and use of fire doors;
- operation and use of fire and smoke dampers; and
- escape systems and appliances.

129 M.C.A.
IV. Fire control plans:
1. General Arrangement Plans shall be permanently exhibited and will show
for each deck:
- Control Stations,
- Fire sections enclosed by ‘A’ Class divisions,
- Sections enclosed by ‘B’ Class divisions,
- Fire detection and alarm systems distribution in spaces,
- Sprinkler installation details,
- Fire extinguishing appliances,
- Means of access to decks, spaces etc. and
- Ventilation system showing fan control and damper
positions with identification number of fans serving
each section.
2. Duplicate set of fire control plans shall be kept in prominently marked
weather tight enclosure outside the deck house for the assistance of shore
side fire-fighting personnel.

3. Duplicate set of fire control plans shall be kept in prominently marked

weather tight enclosure outside the deck house for the assistance of shore
side fire-fighting personnel.

130 M.C.A.
REGULATION – 3: DEFINITIONS
Anti-exposure suit: is a protective suit designed for use by rescue boat crews
and marine evacuation parties.
Certificated person: who holds a certificate of proficiency in survival craft
which is recognized as valid by the Administration in accordance with STCW.
Detection: is the determination of location of survivors or survival craft.
Embarkation ladder: is a ladder provided at embarkation stations to permit
safe access to survival craft after launching.
Float-free launching: is a method of launching a survival craft whereby it is
automatically released from a sinking ship and is ready for use

131 M.C.A.
 Free-fall launching: is a method of launching a survival craft with its
compliment of persons and equipment on board by releasing and allowing it to
fall into the sea without any restraining apparatus.
Immersion suit: is a protective suit which reduces the loss of wearer’s body
heat in cold water.
Inflatable appliance: is one which depends on non-rigid, gas filled chambers
for buoyancy and which is normally kept uninflated until ready for use.
International Life Saving Appliance (LSA) Code: is the code adopted by
Maritime Safety Committee of the Organization and may be amended by the
Organization from time to time.
Launching appliance or arrangement: is a means of safely transferring a
survival craft or rescue boat from it’s stowed position to water.
Lightest sea going condition: is a loading condition for cargo ships without
cargo and with 10% stores and fuel; for passenger ships it is with full number of
passengers, crew and their luggage.
Marine evacuation system: is an appliance for rapid transfer of persons from
embarkation deck of a ship to a floating survival craft.
Recovery time: for a rescue boat is the time required to raise the boat to a
position from where the persons on board can disembark to the deck of a ship and
includes the time required to make preparations on board like passing the painter
and connecting the boat to launching appliance and excludes the time
132 M.C.A.
 for lowering the launching appliance into position to recover the boat.
Rescue boat: is a boat designed to rescue persons in distress and to marshal
survival craft.
Retrieval: is the safe recovery of survivors.
Survival craft: is a craft capable of sustaining the lives of persons in distress
from the time of abandoning the ship.
Thermal protective aid: is a bag or suit made of waterproof material having
low thermal conductance.
REGULATION – 6: COMMUNICATIONS
A. RADIO LIFE SAVING APPLIANCES:
1. Two way VHF radio telephone apparatus: At least 3 of these will be
provided on every ship = or > 500 GRT.
2. Radar transponders: At least one of these shall be carried on each side of
every ship = or > 500 GRT.
B. DISTRESS FLARES: Not less than 12 rocket parachute flares shall be
carried and stowed at or near the navigation bridge.
C. ON-BOARD COMMUNICATION AND ALARM SYSTEM:
1. Two way communication between emergency control stations, muster and
embarkation stations and strategic positions on board shall be provided by
fixed or portable or both emergency means.
133 M.C.A.
 2. A general emergency alarm system shall be provided for summoning
passengers and crew.It shall be audible on all open decks on passenger
ships.
3. Ships fitted with marine evacuation system, communication shall be
ensured between embarkation station and survival craft.
D. PUBLIC ADDRESS SYSTEM ON PASSENGER SHIPS: This shall be
provided on all passenger ships; it will be audible above all ambient noises
and have an override function controlled from one location so that all
emergency messages can be broadcast if any loudspeaker is switched
off or volume turned down.It shall have two sufficiently separated loops and
be connected to emergency source of electrical power.
REGULATIONS – 7 & 32: PERSONAL LIFE-SAVING APPLIANCES
A. LIFEBUOYS:
1. They will be distributed on both sides of the ship to be readily available; at
least one is to be placed in the vicinity of stern.
2. They can be readily cast loose from stowed position and not be secured in
any way.
3. At least one lifebuoy on each side of the ship shall have a buoyant lifeline
of length not less than twice the height it is stowed above waterline in
lightest seagoing condition or 30m, whichever is greater.

134 M.C.A.
 4. Number of lifebuoys to be carried on cargo ships are:

Length of ship in
Min. No. of Lifebuoys
m.
Under 100 8
100 and under 150 10
150 and under 200 12
200 and over 14
5. At least half the lifebuoys shall be provided with LIFEBUOY SELF-
IGNITING LIGHTS at least two of these will have LIFEBUOY SELF-
ACTIVATING SMOKE SIGNALS and be capable of quick release from the
bridge.These shall be equally distributed on both sides of the ship and will not
be those provided with lifelines.
6. Each lifebuoy shall be marked in capital roman alphabet the name and port
of registry of the ship on which they are carried.
B. LIFEJACKETS:
1. A lifejacket is to be provided for each person on board ship.
2. On passenger ship, lifejackets shall be provided for each child with a
minimum of 10% of number lifejackets on ship. 135 M.C.A.
 3. Lifejackets shall be placed in readily accessible and marked positions.
4. Lifejackets selected for enclosed or free-fall lifeboats shall not interfere
with entry or performance of operation of lifeboat.
5. Lifejackets shall be fitted with LIFEJACKET LIGHTS and WHISTLE.
C. IMMERSION SUITS,ANTI-EXPOSURE SUITS AND THERMAL
PROTECTIVE AIDS:
1. An immersion suit for each person assigned to crew a rescue boat or to a
marine evacuation system party.
2. Cargo ships shall carry at least 3 immersion suits for each lifeboat unless
they are of the enclosed type in addition to the thermal protective aids.
REGULATIONS – 8 & 37: MUSTER LIST AND EMERGENCY
INSTRUCTIONS
1. Clear instructions to be followed by every person on board in an
emergency shall be provided for.
2. Muster lists and emergency instructions shall be placed in conspicuous
places on the ship including bridge, engine room and crew accommodation
spaces.
3. Illustration and instructions in passenger cabins and spaces will inform the
passengers about their muster stations, essential actions they must take in
an emergency and the method of donning lifejackets.
136 M.C.A.
 4. Muster list shall specify the details of General Emergency Alarm and
Public Address System and action to be taken by crew and passengers in
the event of this alarm; the list will also specify how the order to
abandon ship will be given.
5. Each passenger ship shall have procedures in place for locating and
rescuing passengers trapped in their cabins/staterooms.
6. Assigned duties to crew will be shown on the muster list and include:
i) Closing of watertight doors, fire doors, valves, scuppers, side scuttles,
skylights, portholes and other openings in the ship;
ii) Equipping of survival craft and other life-saving appliances;
iii) Preparation and launching of survival craft;
iv) General preparation of other life saving appliances;
v) Muster of passengers;
vi) Use of communication equipment;
vii) Manning of fire parties assigned for fighting fires;and
viii) Special duties assigned in respect of fire-fighting equipment and
installations.
7. Muster list will specify which officers are assigned maintenance in good
condition and keeping life-saving and fire fighting appliances ready for
immediate use.
137 M.C.A.
REGULATION – 19: EMERGENCY TRAINING AND DRILLS
A. FAMILIARITY WITHSAFETY INSTALLATIONS AND PRACTICE
MUSTERS:
1. Every crew member will be familiar with his assigned emergency duties
before the voyage begins.
2. A passenger safety briefing will be given immediately before sailing
whenever new passengers embark.
B. DRILLS:
1. Drills shall be conducted, as far as possible, as if there were an actual
emergency.
2. Every crew member shall participate in at least one fire and on abandon
ship drill every month. These will take place within 24h of ship leaving
port if more than 25% of crew have not participated in these in the
previous month. These drills will be held before sailing if the ship enters
service for the first time or after a major modification or when a new crew is
engaged.
3. I) ABANDON SHIP DRILL: Each Abandon ship Drill shall include:
a. Summoning of passengers and crew to muster stations with the required
alarm and ensuring that they are made aware of the order to abandon ship;
b. Reporting to stations and preparing for duties as in muster list;
c. Checking that passengers and crew are suitably dressed;
138 M.C.A.
 d. Checking that lifejackets are correctly donned;
e. Lowering of at lest one lifeboat after necessary preparations for
launching- different lifeboats to be lowered in successive drills with each
being launched and maneuvered in water with it’s assigned crew once
in three months- free fall boats to be maneuvered once in six months;
f. Starting and operating the lifeboat engine;
g. Operation of davits used for launching of life rafts;
h. A mock search and rescue of passengers trapped in their staterooms;
i. Instruction in the use of radio life-saving appliances; and
j. Emergency lighting for mustering and abandonment shall be tested.
II FIRE DRILLS: These are planned in such a way that regular practice is
done in the various emergencies that may occur depending on the type
of ship and cargo and will include:
a. Reporting to stations and preparing for duties as per muster list;
b. Starting of a fire pump and operation two jets of water to show that the
system is in proper working order;
c. Checking of fireman’s outfit and other personal equipment;
d. Checking of communication equipment;
e. Checking the operation of watertight doors,fire doors,fire dampers and
main inlets and outlets of ventilation systems in the drill area; and
139 M.C.A.
 f. checking the necessary arrangements for subsequent abandoning of the
ship.
4. Equipments used during drills shall be immediately brought back into fully
operational condition and any faults/defects discovered shall be remedied
as soon as possible.

C. ON-BOARD TRAINING AND INSTRUCTIONS :

1. On-board training in the use ship’s life-saving appliances including
survival craft equipment and fire extinguishing appliances shall be given as
soon as possible but not later than 2 weeks after a crew member joins the
ship.
2. Instructions given to the crew member will include: operation and use of
inflatable life rafts,problems of hypothermia it’s first aid treatment,
special instructions for use of life-saving appliances in severe weather and
severe sea conditions and operation and use of fire fighting appliances.

D. RECORDS: Dates of all drills held on ship shall be recorded in the

prescribed log book.Entry with reasons for drills not held on time have
to be entered also.
140 M.C.A.
REGULATION – 20: OPERATIONAL READINESS, MAINTENANCE
AND INSPECTIONS
A. OPERATIONAL READINESS: Before the ship leaves port and at all
times during the voyage, all life-saving appliances shall be in working order
and ready for immediate use.
B. MAINTENANCE: Instructions for on-board maintenance shall be
provided for life-saving appliances according to Regulation 36 and be
carried out .
C. MAINTENANCE OF FALLS: Falls used for launching shall be turned end
to end at maximum intervals of 30 months and replaced when they
deteriorate or at an interval of 5 years whichever is earlier.
D. SPARES AND REPAIR EQUIPMENT: these shall be provided for life-
saving appliances and their components which which are subject to
excessive wear or consumption need to be replaced regularly.
E. WEEKLY INSPECTIONS: Following inspections and tests shall be
carried out weekly: - All rescue boats, survival craft and launching devices;
- All engines of above items shall be run for 3 min. and
demonstrate that the gear box and train engage
satisfactorily;
- General emergency alarm.
F. MONTHLY INSPECTIONS: These shall be carried out as per check list
under regulation 36 and a report entered in log book.
141 M.C.A.
 G. Inflatable life-rafts, lifejackets, marine evacuation systems and inflated
rescue boats shall be serviced every 12 months.
H. HYDROSTATIC RELEASE UNITS shall be serviced at intervals not
exceeding 12 months at competent servicing station having proper
servicing facilities and properly trained personnel.
I. LAUNCHING APPLIANCE shall be thoroughly examined at intervals not
exceeding 5 years and serviced as required by Regulation 36.
J. LIFEBOAT ON LOAD RELEASE GEAR shall be tested under a load 1.1
times the total mass of fully loaded lifeboat once every 5 years and
serviced as required by Regulation 36.
REGULATION – 31: SURVIVAL CRAFT AND RESCUE BOATS
A. SURVIVAL CRAFT: Cargo ships shall carry:
1. One or more totally enclosed lifeboats with capacity on each side to
accommodate the total number of persons on board.
2. Additionally, inflatable life rafts are to be provided and stowed in positions
of easy side to side transferability on single open deck level and
accommodate total persons on board; if easy transferability from side to side
is not possible, the total capacity on each side shall accommodate total
persons on board.
3. In lieu of 1, one or more free-fall lifeboats capable of being free-fall
launched over the stern of the ship with capacity to accommodate total
number of persons on board may be carried on cargo ships.
142 M.C.A.
 B. RESCUE BOATS:Cargo ships shall carry at least one rescue boat; a
lifeboat may be accepted as a rescue boat provided that it also complies
with the requirements of a rescue boat.
REGULATION – 35: TRAINING MANUAL AND ON BOARD TRAINING
AIDS
A. A training manual shall be provided in each crew mess room and
recreation room.
B. Training manual, which may comprise of several volumes, shall contain
instructions and information in easily understood form, and illustrated, on
life-saving appliances provided on ship and on the best methods of
survival. Following is to be explained in detail:
- Donning of lifejackets, immersion suits and anti-exposure suits,
- Muster at assigned stations,
- Boarding, launching and clearing the survival craft and rescue boats
including use of marine evacuation systems, if applicable.
- Method of launching from within the survival craft.
- Release from launching appliances.
- Methods and use of devices for protection in launching areas.
- Illumination in launching areas.
- Use of all survival equipment.
143 M.C.A.
 - Use of all detection equipment.
- Illustrated use of radio life-saving appliances.
- Use of drogues.
- Use of engine and accessories.
- Recovery, stowage and securing of survival craft and rescue boats.
- Hazards of exposure and need for warm clothing.
- Best use of survival craft facilities in order to survive.
- Retrieval methods including helicopter rescue gear, Breeches-
buoy,shore life-saving apparatus and ship’s line-throwing apparatus.
- All other functions contained in muster list and emergency
instructions.
- Instructions for emergency repair of life-saving appliances.
On board training aids for marine evacuation system.
REGULATION – 36: INSTRUCTIONS FOR ON-BOARD MAINTENANCE
On-board maintenance instructions for life saving appliances shall be
illustrated wherever possible, easily understood and will include the following for
each appliance:
- A checklist for use during inspections.
- Maintenance and repair instructions.
144 M.C.A.
- Schedule of periodic maintenance.
- Diagram of lubrication points and recommended lubricants.
- List of replaceable parts.
- List of sources of spare parts.
- Log for records of inspections and maintenance.

145 M.C.A.
 EMERGENCY STATION LIST
SIGNAL : SEVEN OR MORE SHORT BLAST FOLLOWED BY ONE PROLONGED BLAST

NO NAME RANK DUTY ROLES & NO NAME RANK DUTY ROLES &
STATION RESPONSIBILITIES STATION RESPONSIBILITIES
COMMAND AND CONTROL EMERGEMCY PARTY - 2
1 zz MASTER BRIDGE COORDINATION BETWEEN 17 zz 2ND ENG M. POINT IN CHARGE
TEAMS, INTERNAL AND EXT.COMM18 zz OILER M. POINT HOSE/NOZLE
2 zz 3RD OFF BRIDGE
TIME EVENT, LOG SIGNAL,FLAGS 19 zz OILER M. POINT EXTINGUISHER
3 zz AB BRIDGE STEERING / LOOKOUT 20 zz FITTER M. POINT HOSE/NOZLE
4 zz SPNMY BRIDGE ASSIST AS REQUIRED 21 zz ASST ENG M. POINTSCBA/FIREMENS OUTFIT
22 zz WELDER M. POINT ASSIST AS REQUIRED
ENGINE ROOM PARTY BACK UP PARTY
5 zz CH ENG E. ROOM IN COMM WITH BRIDGE 23 zz 2ND OFF M. POINT INCHARGE
M. PT
6 zz 3RD ENG E. ROOM PROVIDING MACHINERY 24 zz WELDER PAINTER/PLUG/L/LINE/B.TACKLE,
7 zz EL/OFF E. ROOM EMERGENCY LIGHTING 25 zz M. PT PAINTER/PLUG/L/LINE/B.TACKLE
OS

TR/
8 zz OILER E. ROOM SUPPORT, PUMPS 26 zz SEAMAN M.POINT GRIPES/H.SAFETY PIN

27 zz 4TH ENG M.POINT, START EM.FIRE P/P

EMERGENCY PARTY-1 LIFEBOAT ENGINE
9 zz CH OFF M. POINT IN CHARGE MANOVERBOARD STATION BOAT CREW
10 zz CADET M. POINT HOSE/NOZZLE 1 zz 2ND OFF INCHARGE
11 zz BOSUN M. POINT EXTINGUISHER 2 zz 3 RD ENG L/B ENGINE
12 zz AB M. POINT HOSE/NOZZLE 3 zz OS PAINTER/L/LINE/PLUG/B.TACKLE/L/OU
13 zz D/FITTER M. POINT EXTINGUISHER 4 zz AB PAINTER/L/LINE/PLUG/B.TACKLE/L/OU
14 zz OS M. POINT SCBA/FIREMENS OUTFIT 5 zz WELDER BOAT CREW/LOOK OUT
FIRST AID PARTY (STATION ON DECK AT HOSPITAL) BACK UP PARTY WILL PREPARE LIFEBOAT FOR LOWERING
15 zz CH COOKINCHARGE AND PROVIDE ASSISTANCE TO EP1/EP2 AS REQUIRED.
146 M.C.A.