Hull Construction Regulations

Link to law: http://laws-lois.justice.gc.ca/eng/regulations/C.R.C.,_c._1431/FullText.html

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Hull Construction Regulations

C.R.C., c. 1431CANADA SHIPPING ACT, 2001
Regulations Respecting the Construction of Hulls of SteamshipsShort Title

1 These Regulations may be cited as the Hull Construction Regulations.

Interpretation

2 In these Regulations,

‘A’ Class division
‘A’ Class division means a bulkhead or part of a deck complying with the requirements of subsection 41(1); (cloison type A)
accommodation space

accommodation space includes

(a) passenger spaces,
(b) crew space,
(c) offices,
(d) pantries, and
(e) space similar to any of the foregoing not being service spaces or open spaces on deck; (locaux habités)

approved
approved means approved by the Board; (approuvé)
‘B’ Class division
‘B’ Class division means a bulkhead complying with the requirements of subsection 41(2); (cloison type B)
Board
Board means the Board of Steamship Inspection; (Bureau)
breadth of the ship
breadth of the ship means the greatest moulded breadth at or below the ship’s deepest subdivision load water line; (largeur du navire)
bulkhead deck
bulkhead deck means the uppermost deck up to which transverse watertight bulkheads are carried; (pont de cloisonnement)
Chairman
Chairman means the Chairman of the Board of Steamship Inspection; (président)
combustible material
combustible material means material other than incombustible material; (matériau combustible)
control station

control station includes

(a) a radio room, and

(b) any other enclosed space that houses

(i) a compass, a direction-finder, radar equipment, a steering wheel or other similar equipment used in navigation,
(ii) a central indicator connected with a system for the detection of fire or smoke, or
(iii) an emergency generator; (poste de sécurité)

criterion numeral
criterion numeral, in relation to any ship, means the criterion numeral of the ship determined in accordance with the provisions of section 5 of Schedule I; (critérium)
deepest subdivision loadline
deepest subdivision loadline means the water line that corresponds to the greatest draught; (ligne de charge maximum de compartimentage)
draught
draught means the vertical distance from the moulded base line amidships to a subdivision load water line; (tirant d’eau)
existing ship
existing ship means a ship that is not a new ship; (navire existant)
factor of subdivision
factor of subdivision, in relation to any ship or portion thereof, means the factor of subdivision determined in accordance with such of the provisions of sections 4 and 9 of Schedule I as apply to that ship or portion thereof, as the case may be; (facteur de cloisonnement)
ferry vessel
ferry vessel means any vessel, having provision only for deck passengers and for vehicles, that is operated on a short run on a schedule between two points over the most direct water route and offers a public service of a type normally attributed to a bridge or tunnel; (transbordeur)
floodable length
floodable length, in relation to any portion of a ship at any draught, means the maximum length of that portion having its centre at a given point in the ship that, at that draught and under such of the assumptions of permeability set forth in Schedule I as are applicable in the circumstances, can be flooded without submerging any part of the ship’s margin line when the ship has no list; (longueur envahissable)
hotel ship
hotel ship means a ship designed to carry passengers in which berthed accommodation is available to persons for other than the purpose of a voyage; (navire-hôtel)
incombustible material
incombustible material means material that, when heated to a temperature of 750°C, neither burns nor gives off flammable vapours in sufficient quantity to ignite at a pilot-flame; (matériau incombustible)
length
length, in respect of a ship, means, except in Part VII, the horizontal distance between perpendiculars erected at the extreme ends of the deepest subdivision load water line of the ship; (longueur)
machinery space

machinery space means

(a) in Parts III and V, the space in which propelling or refrigerating machinery, boilers, pumps, engineers’ workshops, generators, ventilation or air conditioning machinery or oil filling stations are situated, and trunkways leading to those spaces, and
(b) in every other Part, except Parts IX and X, the space extending from the moulded base line of the ship to the margin line and between the extreme transverse water-tight bulkheads bounding the spaces appropriated to the main and auxiliary propelling machinery, boiler and the permanent coal bunkers; (locaux de machines ou tranche des machines)

main vertical zones
main vertical zones means the main vertical zones into which the hull, superstructure and deckhouses of a ship are divided in accordance with subsection 42(2); (tranches verticales principales)
margin line
margin line means a line drawn at least 76 mm below the upper surface of the bulkhead deck at the side of a ship, and assumed for the purpose of determining the floodable length of the ship; (ligne de surimmersion)
Minister
Minister means the Minister of Transport; (ministre)
new ship

new ship means

(a) a Safety Convention ship the keel of which was laid on or after May 26, 1965,
(b) a ship, other than a passenger ship, that is converted to a Safety Convention passenger ship on or after May 26, 1965,
(c) a ship, other than a Safety Convention ship, the keel of which was laid on or after February 7, 1958,
(d) a ship that is converted to a passenger ship, other than a Safety Convention passenger ship, on or after February 7, 1958, and
(e) a ship that is transferred to registry in Canada after February 7, 1958; (navire neuf)

passenger

passenger means any person carried on a ship, but does not include

(a) a person carried on a Safety Convention ship who is

(i) the master or a member of the crew or a person employed or engaged in any capacity on board the ship on the business of that ship, or
(ii) a child under one year of age,

(b) a person carried on a ship that is not a Safety Convention ship who is

(i) the master or a member of the crew, or a person employed or engaged in any capacity on board the ship on the business of that ship,
(ii) the owner or charterer of the ship, a member of his family or a servant connected with his household,
(iii) a guest of the owner or charterer of the ship if it is used exclusively for pleasure and the guest is carried on the ship without remuneration or any object of profit, or
(iv) a child under one year of age, or

(c) a person carried on any ship in pursuance of the obligation laid upon the master to carry shipwrecked, distressed or other persons or by reason of any circumstances that neither the master nor the owner nor the charterer, if any, could have prevented or forestalled; (passager)

passenger ship
passenger ship means a ship carrying passengers, and passenger steamship means a steamship carrying passengers and in the case of a Safety Convention ship means a steamship carrying more than 12 passengers; (navire à passagers)
passenger space
passenger space means space provided for the use of passengers; (espace à passagers)
permeability
permeability, in relation to a space, means the percentage of that space below the ship’s margin line that, on the assumption that it is in use for the purpose for which it is appropriated, can be occupied by water; (perméabilité)
public rooms
public rooms includes halls, dining rooms, bars, smoke rooms, lounges, recreation rooms, nurseries and libraries; (locaux de réunion)
radiotelegraph room
radiotelegraph room[Repealed, SOR/2000-264, s. 1]
Safety Convention ship
Safety Convention ship means a ship to which the Safety Convention applies; (navire ressortissant à la Convention de sécurité)
service space
service space includes galleys, main pantries, laundries, store rooms, paint rooms, baggage rooms, mail rooms, bullion rooms, carpenters’ and plumbers’ workshops, and trunkways leading to such spaces; (locaux de service)
ship
ship[Repealed, SOR/95-254, s. 1]
short international voyage
short international voyage means an international voyage from a port in one country to a port in another country, in the course of which a ship is not more than 200 nautical miles from a port or place in which the passengers and crew may be placed in safety, and which does not exceed 600 nautical miles in length between the last port of call in the country in which the voyage begins and the final port of destination; (voyage international court)
standard fire test

standard fire test means a test that develops in a test furnace a series of time-temperature relationships as follows:

(a) at the end of the first 5 minutes, 538°C,
(b) at the end of the first 10 minutes, 704°C,
(c) at the end of the first 30 minutes, 843°C,
(d) at the end of the first 60 minutes, 927°C; (essai au feu standard)

steamship
steamship means a ship propelled by machinery; (navire à vapeur)
subdivision load water line
subdivision load water line means the water line assumed in determining the subdivision of the ship in accordance with these Regulations; (ligne de charge de compartimentage)
superstructure

superstructure means, except in Part VIII, a decked structure above the bulkhead deck

(a) extending from side to side of the ship, or
(b) the side plating of which is not inboard of the shell plating by more than four per cent of the breadth of the ship; (superstructure)

watertight
watertight, in relation to a structure, means the structure is capable of preventing the passage of water through it in any direction, under a head of water up to the ship’s margin line; (étanche)
weathertight
weathertight, in relation to a structure, means the structure is capable of preventing the passage of sea water through it in ordinary sea conditions. (étanche aux intempéries)

SOR/78-605, s. 1;
SOR/81-86, s. 1;
SOR/83-521, s. 1;
SOR/90-240, s. 1;
SOR/95-254, ss. 1, 32;
SOR/2000-264, s. 1.



Application

3 (1) These Regulations do not apply to fishing vessels.

(2) Parts I, II and VII of these Regulations apply

(a) to new ships; and
(b) to existing ships in so far as, in the opinion of the Board, is reasonable and practicable.

(3) Part III applies to new passenger ships and to existing Safety Convention passenger ships the keels of which were laid on or after November 19, 1952.
(4) Part IV applies to existing Safety Convention passenger ships, carrying more than 36 passengers, the keels of which were laid before November 19, 1952 and to hotel ships.
(5) Part V applies to existing non-Convention passenger ships, the keels of which were laid before February 7, 1958.
(6) Part VI applies to Safety Convention ships, carrying not more than 12 passengers, the keels of which were laid on or after May 26, 1965.
(6.1) Notwithstanding subsection (6) and section 75, Part VI does not apply in respect of any ship in respect of which Part IX or X applies.
(7) Part VII applies to all passenger and non-passenger ships.
(8) Part VIII applies to a ship that is a steamship of more than five tons, gross tonnage, built or converted for the purpose of towing, but does not apply to such a ship that, when used for towing, is used only for salvaging logs.

(9) Subject to subsections (11) and (12), Part IX applies to every

(a) new ship, as defined in Part IX, that is a tanker or combination carrier, as defined in Part IX, of 500 tons gross tonnage or more,

(b) existing ship, as defined in Part IX, that is a tanker or combination carrier, as defined in Part IX, of 500 tons gross tonnage or more where

(i) the keel of the ship was laid on or after July 28, 1978 or the ship was at a similar stage of construction on or after that date,
(ii) the ship was converted to a tanker or combination carrier on or after July 28, 1978, or
(iii) the ship was first registered in Canada on or after July 28, 1978, and

(c) existing ship, as defined in Part IX, that is a tanker or combination carrier, as defined in Part IX, of 2 000 tons gross tonnage or more where

(i) the keel of the ship was laid before July 28, 1978 or the ship was at a similar stage of construction before that date,
(ii) the ship was converted to a tanker or combination carrier before July 28, 1978, or
(iii) the ship was first registered in Canada before July 28, 1978,

where the ship carries in bulk

(d) crude oil,
(e) a petroleum product that has a closed flashpoint not exceeding 60°C and a Reid vapour pressure, as determined by the American Society for Testing and Materials, Test No. D 323-94, Standard Test Method for Vapor Pressure of Petroleum Products (Reid Method), as amended from time to time, below atmospheric pressure, or
(f) a liquid product that has a fire hazard similar to the fire hazard of the product described in paragraph (e).

(10) Subject to subsections (11) and (12), Part X applies to every

(a) new ship, as defined in Part X, that is a cargo ship of 500 tons gross tonnage or more, other than a tanker or combination carrier as defined in Part IX; and
(b) existing ship, as defined in Part X, that is a cargo ship of 2 000 tons gross tonnage or more.

(11) Except as provided in subsection (12), existing ships of 2 000 tons gross tonnage or more shall comply with Part IX or X, as applicable, on or before April 1, 1985.

(12) Existing ships of 2 000 tons gross tonnage or more shall comply with the requirements of Part IX or X, as applicable, regarding the

(a) fire integrity of bulkheads and decks,
(b) protection of stairways and elevator trunks,
(c) means of escape,
(d) fire detection and alarm systems,
(e) fire fighting equipment,
(f) storage of paints and other flammable items, and
(g) general alarm systems

on or before July 1, 1983.

SOR/78-605, s. 2;
SOR/83-521, s. 2;
SOR/90-240, s. 2(E);
SOR/95-254, s. 32(E);
SOR/2002-220, s. 1.

4 In addition to the requirements of these Regulations, vessels making international voyages shall comply with the Safety Convention.

5 Notwithstanding anything in these Regulations,

(a) subject to paragraph (b), the Board may, if satisfied that it can with propriety do so, exempt any ship from full compliance with any of the requirements of these Regulations; and
(b) in the case of a Safety Convention ship, where these Regulations require that the hull of a ship be constructed in a particular manner or that a particular provision be made, the Board may allow the hull to be constructed in any other manner or allow any other provision to be made if it is satisfied that such other manner of construction or such other provision is at least as effective as that required by these Regulations.

6 (1) For the purposes of these Regulations, passenger ships are classified as follows:

(a) Class I, consisting of steamships certified to carry more than 12 passengers on international voyages that are not short international voyages;
(b) Class II, consisting of steamships certified to carry more than 12 passengers on short international voyages;
(c) Class III, consisting of steamships certified to carry passengers on home-trade voyages, Class I, or home-trade voyages Class II, that are not international voyages;
(d) Class IV, consisting of steamships certified to carry passengers on home-trade voyages, Class III, that are not international voyages;
(e) Class V, consisting of steamships certified to carry passengers on home-trade voyages, Class IV, that are not international voyages;
(f) Class VI, consisting of steamships certified to carry passengers on inland voyages, Class I;
(g) Class VII, consisting of steamships certified to carry passengers on inland voyages, Class II, or minor waters voyages, Class I; and
(h) Class VIII, consisting of steamships certified to carry passengers on minor waters voyages, Class II.

(2) A reference to a home-trade, inland waters or minor waters voyage by class means that class as defined in the Home-Trade, Inland and Minor Waters Voyages Regulations.

7 The structural strength of every ship to which these Regulations apply shall be sufficient for the service for which the ship is intended; the plans specified in Schedule VI of the Hull Inspection Regulations shall be prepared taking full cognizance of all applicable requirements specified herein.

PART I

Application of Part

8 This Part applies to the following classes of ships if those ships are carrying more than 12 passengers:

(a) steamships of Class I and Class II; and
(b) steamships of 150 tons, gross tonnage, or over, that are ships of Class III or Class IV.

Watertight Subdivision

9 Every ship shall be subdivided into compartments by bulkheads that are watertight up to the bulkhead deck, the maximum length of which compartments shall be calculated in accordance with such of the provisions of Schedule I as apply to that ship; every other portion of the internal structure that affects the efficiency of the subdivision of the ship shall be watertight, and shall be of a design that will maintain the integrity of the subdivision.

Peak, Machinery Space and Shaft Tunnel Bulkheads

10 (1) Subject to subsection (1.1), every ship shall be equipped with a collision bulkhead

(a) that is watertight up to the bulkhead deck, and
(b) that is fitted at a distance abaft the ship’s forward perpendicular of not less than 5%, and not more than 3.05 m + 5%, of the length of the ship.

(1.1) In the case of a ship that has a forward superstructure, the collision bulkhead shall be extended weathertight to the deck next above the bulkhead deck and this extension shall

(a) be fitted directly over the collision bulkhead below, unless

(i) the collision bulkhead is fitted at a distance from the ship’s forward perpendicular of 5% or more of the length of the ship, and
(ii) the part of the bulkhead deck which forms the step is made weathertight, and

(b) have a plating and stiffeners of such strength and construction as to be capable of supporting the pressure of a head of water up to the margin line, as if the extension formed part of a bulkhead immediately below the bulkhead deck.

(2) Every ship shall be provided with a watertight afterpeak bulkhead and with watertight bulkheads dividing the space appropriated to the main and auxiliary propelling machinery, boilers, and the permanent coal bunkers, if any, from other spaces; such bulkheads shall be watertight up to the bulkhead deck; provided that the afterpeak bulkhead may be stopped below the bulkhead deck if the safety of the ship is not thereby impaired.
(3) The stern gland shall be situated in a watertight shaft tunnel or other watertight space separate from the stern tube compartment and of such a volume that if the tunnel or space is flooded the margin line will not be submerged; the stern tube shall be enclosed in a watertight compartment, the volume of which shall be the smallest compatible with the proper design of the ship.

SOR/95-254, s. 2.

Double Bottoms

11 (1) Every ship of 50 m in length or more shall be fitted with a watertight double bottom that

(a) in ships of no less than 50 m but less than 61 m in length, extends at least from the forward end of the machinery space to the collision bulkhead, or as near to that bulkhead as is practicable;
(b) in ships of no less than 61 m but less than 76 m in length, extends at least from the forward end of the machinery space to the collision bulkhead and from the aft end of the machinery space to the afterpeak bulkhead, or as near to those bulkheads as is practicable; and
(c) in ships of 76 m or more in length, extends at least from the collision bulkhead to the afterpeak bulkhead, or as near to those bulkheads as is practicable.

(1.1) Ships of no less than 24 m but less than 50 m in length that carry berthed passengers below the bulkhead deck shall be fitted with a watertight double bottom for the full length of compartments in which passenger spaces are located.
(2) When a double bottom is required by this section to be fitted in a ship, the inner bottom shall be continued out to the ship’s sides in such a manner as to protect the bottom to the turn of the bilge; the inner bottom shall be deemed to be adequate for this purpose if the line of intersection of the outer edge of the margin plate with the bilge plating is not lower at any point than a horizontal plane passing through the point of intersection with the frame line amidships of a transverse diagonal line inclined at 25 degrees to the base line and cutting it at a point one half of the ship’s moulded breadth from the middle line.
(3) Wells constructed in the double bottom for the purpose of drainage shall not be larger or extend downwards more than is necessary for such purpose, and shall not be less than 460 mm from the outer bottom or from the inner edge of the margin plate, provided that a well extending to the outer bottom may be constructed at the after end of a shaft tunnel.
(4) Wells for purposes other than drainage shall not be constructed in the double bottom; the Board may exempt any ship from the requirements of this subsection in respect of any well it is satisfied will not diminish the protection given by the double bottom.
(5) Nothing in this section shall require a double bottom to be fitted in way of watertight compartments used exclusively for the carriage of liquids, if the safety of the ship will not be impaired in the event of bottom or side damage by reason of the absence of a double bottom in that position.
(6) The Board may exempt any ship, other than a ship of Class I, from the requirements of a double bottom in any portion of the ship that is subdivided by application of a factor of subdivision not exceeding 0.5 if it is satisfied that the fitting of a double bottom in that portion of the ship would not be compatible with the design and proper working of the ship.

SOR/95-254, ss. 3, 32.

Stability in Damaged Condition

12 (1) Every ship shall be so constructed as to provide sufficient intact stability in all service conditions to enable the ship to withstand the final flooding of any one of the main compartments into which the ship is subdivided in accordance with the provisions of section 9; if two of the main compartments, being adjacent to each other, are separated by a bulkhead that is stepped, the intact stability shall be adequate to withstand the final flooding of those compartments; if the ship’s factor of subdivision is 0.5 or less, the intact stability shall be adequate to withstand the final flooding of any two of the main compartments that are adjacent to each other.
(2) For the purposes of this section, the sufficiency of the intact stability of every such ship shall be determined in accordance with the provisions of Schedule II.
(3) Every ship shall be so constructed as to keep unsymmetrical flooding when the ship is in a damaged condition at the minimum consistent with efficient arrangements; if cross-flooding fittings are provided in any such ship, the fittings and the maximum heel of the ship before equalization shall be such as will not endanger the safety of the ship.

(4) Where the margin line may become submerged during the flooding assumed for the purposes of the calculation referred to in Schedule II, the construction of the ship shall be such as will enable the master of the ship to ensure

(a) that the maximum angle of heel during any stage of such flooding will not be such as will endanger the safety of the ship; and
(b) that the margin line will not be submerged in the final stage of flooding.

(5) In every ship the owner shall provide a document for the use of the master of the ship containing information as to the use of any cross-flooding fittings provided in the ship.

(6) In every ship the owner shall provide a document for the use of the master of the ship containing

(a) information necessary for the maintenance of sufficient intact stability under service conditions to enable the ship to withstand damage to the extent referred to in Schedule II; and
(b) information as to the conditions of stability on which the calculations of heel have been based, together with the information that excessive heeling may result if the ship sustains damage when in a less favourable condition.

Construction of Watertight Bulkheads

13 (1) Every part of a ship required to be watertight shall be of such strength and construction as to be capable of supporting the greater of whichever of the following pressures that the part might have to sustain in the event of damage to the ship:

(a) the pressure of a head of water up to the margin line; or
(b) the pressure of the maximum head of water.

(2) In every ship all tanks, including double bottoms, peak tanks, settling tanks and bunkers, forming part of the structure of the ship and used for the storage of oil fuel or other liquids, shall be of a design and construction adequate for that purpose.

SOR/95-254, s. 4;
SOR/2002-220, s. 2.

Openings in Watertight Bulkheads

14 (1) In every ship the number of openings in bulkheads and other structures required to be watertight shall be the minimum compatible with the design and proper working of the ship.
(2) So far as practicable, trunks installed in connection with ventilation, forced draught or refrigeration systems in any ship shall not pierce such bulkheads or structures.
(3) Every tunnel above the double bottom, if any, in a ship, whether for access from the crew space to the machinery space, for piping or for any other purpose, which passes through a bulkhead, shall be watertight; the means of access to at least one end of such tunnel, if it may be used as a passage at sea, shall be through a trunkway extending watertight to a height sufficient to permit access above the margin line; the means of access to the other end of the tunnel shall be through a watertight door; no tunnel shall extend through the first subdivision bulkhead abaft the collision bulkhead.
(4) Not more than one doorway, other than a bunker or tunnel doorway, shall pierce a watertight bulkhead in the machinery space in any ship; if any such bulkhead is pierced by a doorway the doorway shall be placed so as to have the sill as high as possible in the ship.

(5) Doorways, manholes and access openings shall not be fitted in the collision bulkhead below the margin line of any ship or in any other bulkhead that is required to be watertight and divides a cargo space from another cargo space or from a permanent or reserve bunker; the Board may permit any such ship to be fitted with doorways in bulkheads dividing two between deck cargo spaces if it is satisfied that

(a) the doorways are necessary for the proper working of the ship;
(b) the number of such doorways is the minimum compatible with the design and proper working of the ship, and the doorways are fitted at the highest practicable level; and
(c) the outboard vertical edges of such doorways are situated at a distance from the ship’s shell plating which is not less than one fifth of the breadth of the ship, such distance being measured at right angles to the centre line of the ship at the level of the deepest subdivision load water line.

(6) In every ship

(a) bulkheads outside the machinery space that are required to be watertight shall not be pierced by openings that are capable of being closed only by portable bolted plates; and
(b) where portable bolted plates are permitted in machinery space bulkheads, the master and persons in charge of the navigation and engine room watches shall ensure that such plates are in place before the ship leaves port and are not removed during navigation except in the case of urgent necessity, and the master shall ensure that notices to this effect are posted in the Chart Room and at the openings on each side of the bulkhead.

(7) In every ship

(a) valves and cocks not forming part of a pipe system shall not be fitted in any bulkhead required to be watertight;
(b) where a watertight bulkhead is pierced by pipes, scuppers, electric cables or other similar fittings, provision shall be made that will ensure that the watertightness of the bulkhead is not thereby impaired; and
(c) the collision bulkhead shall not be pierced below the margin line by more than one pipe, provided that if the forepeak is divided to hold two different kinds of liquids the collision bulkhead may be pierced below the margin line by not more than two pipes; any pipe which pierces the collision bulkhead shall be fitted with a screwdown valve capable of being operated from above the bulkhead deck, the valve chest being secured to the forward side of the collision bulkhead.

SOR/79-44, s. 1.

Means of Closing Openings in Watertight Bulkheads

15 (1) In every ship efficient means shall be provided for closing and making watertight all openings in bulkheads and other structures required to be watertight.

(2) Every door fitted to any such opening shall be a sliding watertight door, provided that, in a ship that is not required by section 9 of Schedule I to have a factor of subdivision of 0.5 or less, hinged watertight doors may be fitted

(a) in passenger, crew and working spaces above any deck the underside of which at its lowest point is at least 2.13 m above the deepest subdivision load water line; and
(b) in any bulkhead, not being a collision bulkhead, that divides two cargo between deck spaces; for such cases a notice shall be posted in the Chart Room stating that these doors shall be closed before the voyage commences and shall be kept closed during navigation; similar notices shall be posted at the doors, on each side of the bulkhead.

(2.1) The master and persons in charge of the navigation and engine room watches shall ensure that the doors fitted in accordance with paragraph (2)(b) are closed before the voyage commences and are kept closed during navigation, and the master shall ensure that the notices to this effect required by that paragraph are posted in the Chart Room and at the doors on each side of the bulkhead.
(3) Hinged watertight doors shall be fitted with catches capable of being worked from each side of the bulkhead in which the door is fitted.
(4) All doors required to be watertight shall be secured by means other than bolts, and shall be closed by means other than gravity or a dropping weight.
(5) Watertight doors fitted in bulkheads between permanent and reserve bunkers, other than the doors referred to in subsection 16(3), shall always be accessible.

SOR/79-44, s. 2;
SOR/95-254, s. 32.



Means of Operating Sliding Watertight Doors

16 (1) Where in a ship not required by section 9 of Schedule I to have a factor of subdivision of 0.5 or less, any sliding watertight door in a bulkhead, other than a door at the entrance to a tunnel, is in a position that may require it to be opened at sea and the sill thereof is below the deepest subdivision load water line, the following provisions apply:

(a) if the number of such doors exceeds five, all such doors and all tunnel doors shall be operated by power and shall be capable of being simultaneously closed from a central control situated on the bridge; and

(b) if the number of such doors does not exceed five,

(i) if the criterion numeral of the ship does not exceed 30, such doors and tunnel doors shall not be required to be operated by power, and
(ii) if the criterion numeral of the ship exceeds 30, all such doors and all tunnel doors shall be operated by power and shall be capable of being simultaneously closed from a central control situated on the bridge, provided that, if there is only one such door and one tunnel door in the ship, both of which are in the machinery space, they shall not be required to be operated by power.

(2) In every ship, other than ships of Class I, required by section 9 of Schedule I to have a factor of subdivision not over 0.5, all sliding watertight doors shall be operated by power and shall be capable of being simultaneously closed from a central control situated on the bridge, provided that, if there is only one such door and it is in the machinery space, it shall not be required to be operated by power.
(3) Where a sliding watertight door that may be opened at sea for the purpose of trimming coal is fitted between bunkers in the between decks below the bulkhead deck, such door shall be operated by power.
(4) Where a trunkway that is part of a refrigeration, ventilation or forced draught system, is carried through more than one transverse watertight bulkhead and the sill of the opening of such trunkway is less than 2.13 m above the deepest subdivision load water line, the sliding watertight door at the opening shall be operated by power.
(5) Where a sliding watertight door is required to be operated by power from a central control, the power system shall be so arranged that the door can also be operated by power at the door itself; the arrangement shall be such that the door will close automatically if opened at the door itself after being closed from the central control, and will be capable of being kept closed at the door itself notwithstanding that an attempt may be made to open it from the central control; handles for controlling the power system shall be provided at both sides of the bulkhead in which the door is situated and shall be so arranged that any person passing through the doorway will be able to hold both handles in the open position simultaneously.

(6) Where these Regulations require that the opening and closing of the sliding watertight doors of a ship be operated by power,

(a) there shall be at least two sources of power for opening and closing all such doors simultaneously;
(b) an indicator shall be fitted at the central control site for such doors, to show whether there is any disruption in the power available to operate them;
(c) any fluid used for the purpose of operating such doors shall be incapable of freezing at the temperatures likely to be encountered on the voyages the ship makes;
(d) there shall, in the case of an electro-hydraulic operating system, be two sources of hydraulic power fitted, consisting of two pumps or their equivalent, in addition to the main and emergency sources of power.

(7) Every sliding watertight door that is operated by power shall be provided with efficient hand-operating gear that can be operated both at the door itself and at an accessible position above the bulkhead deck; at the position above the bulkhead deck the hand-operating gear shall be operated with an all-round crank motion.
(8) Where a sliding watertight door is not required to be operated by power, it shall be provided with efficient hand-operating gear with an all-round crank motion, both at the door itself and at an accessible position above the bulkhead deck.
(9) The hand-operating gear for operating the sliding watertight door in the machinery space from above the bulkhead deck shall be placed outside the machinery space unless such a position is inconsistent with the efficient arrangement of the necessary gearing.
(10) The master and persons in charge of the navigation and engine room watches shall ensure that all sliding watertight doors are kept closed during navigation except when necessarily opened for the working of the ship, in which case such doors shall always be ready to be immediately closed and the master shall ensure that notices to this effect are posted in the Chart Room and at the doors on each side of the bulkhead.

SOR/79-44, s. 3;
SOR/95-254, ss. 5, 32.

Watertight Doors — Signals and Communications

17 (1) Every sliding watertight door shall be connected with an indicator at each position from which the door may be closed, other than at the door itself, showing whether the door is open or closed.
(2) There shall be provided in connection with every watertight door that is operated by power a means of giving an audible warning at the door itself when the door is about to be closed; the arrangement shall be such that one movement at the position from which the door is about to be closed will be sufficient to sound the signal and to close the door, the signal to precede the movement of the door by an interval sufficient to allow the movement of persons and articles away from the door.
(3) Where any door required by these Regulations to be watertight is not capable of being operated from a central control, means of communication by telegraph, telephone or otherwise shall be provided whereby the officer of the watch may communicate with the person responsible for the closing of the door.

Construction of Watertight Doors

18 (1) Every door required by these Regulations to be watertight shall be of such design, material and construction as will maintain the integrity of the watertight bulkhead in which it is fitted; any such door giving direct access to any space that may contain bunker coal shall, together with its frame, be made of cast or mild steel; any such door in any other position shall, together with its frame, be made of cast or mild steel or cast iron.
(2) Every sliding watertight door shall be fitted with rubbing faces of brass or similar material that may be fitted either on the door itself or on the door frame, and, if they are of less than 25 mm in width, shall be fitted in recesses.
(3) Where screw gear is used for operating such a door, the screw shall work in a nut of suitable non-corrodible metal.
(4) The frame of every vertically sliding watertight door shall have no grooves at the bottom thereof in which dirt may lodge; the bottom of such a frame, if it is of skeleton form, shall be so arranged that dirt cannot lodge therein; the bottom edge of every such door shall be tapered or bevelled.
(5) Every vertically sliding watertight door that is operated by power shall be so designed and fitted that, if the power supply ceases, there will be no danger of the door dropping.
(6) Every horizontally sliding watertight door shall be so installed as to prevent its moving if the ship rolls, and if necessary a clip or other suitable device shall be provided for that purpose; the device shall not interfere with the closing of the door when the door is required to be closed.
(7) The frame of every watertight door shall be properly fitted to the bulkhead in which the door is situated, and the jointing material between the frame and the bulkhead shall be of a type that will not deteriorate or be injured by heat.
(8) Every watertight coal-bunker door shall be provided with screens or other devices to prevent coal from interfering with its closing.
(9) Every watertight door shall be tested at the maker’s plant by water pressure to a head taken from the bottom of the door to the margin line, but in no case shall the test pressure be less than 6.1 m head for sliding doors and 3 m head for hinged doors; where there are several doors of the same type to be fitted, one of the type may be so tested and, provided the test is satisfactory, the remainder may be accepted; after installation in the ship, each watertight door shall be hose tested at a minimum pressure of 207 kPa to ensure integrity of the watertight bulkhead.

SOR/95-254, s. 32.

Openings in the Shell Plating below the Margin Line

19 (1) In every ship the number of side scuttles, scuppers, sanitary discharges and other openings in the shell plating below the margin line shall be the minimum compatible with the design and proper working of the ship, and no side scuttles shall be fitted below the bulkhead deck in ships of less than 150 tons, gross tonnage.
(2) The arrangements for closing each such opening below the margin line shall be consistent with its intended purpose and shall be such as will ensure watertightness.

(3) In every ship of 150 tons, gross tonnage, or over,

(a) the number of side scuttles below the margin line that are capable of being opened shall be the minimum compatible with the requirements of the proper operation of the ship;
(b) where in a between decks of such a ship the sills of any side scuttles are below a line drawn parallel to the bulkhead deck at side and having its lowest point 2 1/2 per cent of the breadth of the ship above the deepest subdivision load water line, every side scuttle in that between decks shall be of a non-opening type;
(c) where in a between decks all the sills of the side scuttles are above the aforesaid line, every side scuttle in that between decks shall be either of a non-opening type or incapable of being opened except by a person authorized to do so by the master of the ship;
(d) where other than non-opening type side scuttles are fitted, a notice shall be posted in the Chart Room stating that such side scuttles are required to be closed before the ship proceeds to sea and shall be kept closed while the ship is at sea; and
(e) similar notices shall be posted in the spaces within which such side scuttles are situated.

(4) In every ship of 150 tons, gross tonnage, or over, every side scuttle below the margin line shall be fitted with an efficient hinged deadlight of material other than ordinary cast iron, permanently attached, so that it can be readily and effectively closed and secured watertight, provided that abaft a point one-eighth of the length of the ship from the forward perpendicular and above a line drawn parallel to the bulkhead deck at side and having its lowest point at a height of 3.66 m plus 2 1/2 per cent of the breadth of the ship above the ship’s deepest subdivision load water line, deadlights may, for the purposes of these Regulations, be portable in crew spaces and in passenger spaces not appropriated for the use of steerage passengers.
(5) Side scuttles shall not be fitted below the margin line in any space that is appropriated solely to the carriage of cargo or coal; if side scuttles are fitted in spaces below the margin line that may be appropriated to the carriage of cargo or passengers, such side scuttles and their deadlights shall be so constructed as to be incapable of being opened except by a person authorized to do so by the master of the ship; where other than non-opening type side scuttles are fitted, a notice shall be posted in the Chart Room stating that such side scuttles are required to be closed before the ship proceeds to sea and shall be kept closed while the ship is at sea; similar notices shall be posted in the spaces within which such side scuttles are situated.
(6) Automatic ventilating side scuttles shall not be fitted below the margin line in the shell plating of any such ship.

(7) In every ship

(a) each inlet and discharge led through the shell plating below the margin line shall be fitted with efficient and readily accessible means for preventing the accidental admission of water into the ship;

(b) without prejudice to the generality of the foregoing, each discharge led through the shell plating from spaces below the margin line, not being a discharge in connection with machinery, shall be provided with either

(i) one automatic non-return valve fitted with a positive means by which it can be closed from a readily accessible position above the ship’s bulkhead deck and with an indicator at the position from which the valve may be closed to show whether the valve is open or shut, or
(ii) two automatic non-return valves, the upper of which is so situated above the ship’s deepest subdivision load water line as to be always accessible for examination under service conditions and is of a horizontal balanced type that is normally closed;

(c) any valve fitted in compliance with the requirements of paragraph (b) that is a geared valve, or the lower of two non-geared valves, shall be secured to the ship’s shell plating;
(d) all cocks and valves attached to inlets or discharges, or bulkhead fittings within B/5 distance from the shell plating, other than inlets or discharges connected with machinery, being cocks or valves fitted below the margin line or the failure of which may affect the subdivision of the ship, shall be made of steel, bronze, or other equally efficient material;
(e) main and auxiliary inlets and discharges connected with machinery shall be fitted with readily accessible cocks or valves between the pipes and the ship’s shell plating or between the pipes and a fabricated box attached to the shell plating and such cocks or valves of more than 76 mm diameter attached to such inlets or discharges shall be made of steel, bronze, or other equally efficient material; if made of steel they shall be protected against corrosion;
(f) discharge pipes led through the shell plating below the margin line shall not be fitted in a direct line between the outboard opening and the connection with the deck, water closet or other similar fitting, but shall be arranged with bends or elbows of substantial metal other than cast iron or lead;
(g) all discharge pipes led through the shell plating below the margin line and the valves relating thereto shall be protected from damage;
(h) all bolts connecting cocks, valves, discharge pipes and other similar equipment to the shell plating below the margin line shall have their heads outside the shell plating, and shall be either countersunk or cup-headed;
(i) efficient means shall be provided for the drainage of all watertight decks below the margin line and any drainage pipes shall be so fitted with valves or otherwise arranged as to avoid the danger of water passing from a damaged to an undamaged compartment;
(j) the inboard opening of every ash chute, rubbish chute and other similar chute shall be fitted with an efficient watertight cover, and, if such opening is below the margin line, it shall also be fitted with an automatic non-return valve in the chute in a readily accessible position above the ship’s deepest subdivision load water line; the valve shall be of the horizontal balanced type, normally closed and provided with local means for securing it in a closed position; when chutes are not being used, the cover and valve shall be kept closed and secured, and a permanent notice to this effect shall be posted in close proximity to the chute hopper; the requirements of this paragraph shall not apply to ash ejectors and expellers the inboard openings of which are in the ship’s stokehold and necessarily below the deepest subdivision load water line; such ejectors and expellers shall be fitted with means that will prevent water from entering the ship; and
(k) any gangway port, cargo port or coaling port fitted below the margin line shall be of adequate strength and its lowest point shall not be below the ship’s deepest subdivision load water line; an appropriate notice shall be posted in the Chart Room stating that all such gangway ports, cargo ports or coaling ports shall be effectively closed and secured watertight before the ship leaves port and shall be kept closed during navigation.

SOR/95-254, s. 32.

Side and Other Openings above the Margin Line

20 In every ship side scuttles, gangway ports, cargo ports, coaling ports and other openings in the shell plating above the margin line, and their means of closing, shall be of efficient design and construction and of sufficient strength having regard to the spaces in which they are fitted and their positions relative to the deepest subdivision load water line, and to the intended service of the ship.

Weather Deck

21 In every ship the bulkhead deck or a deck above the bulkhead deck shall be weathertight; all openings in a weathertight deck shall have coamings of adequate height and strength and shall be provided with efficient and rapid means of closing so as to make them weathertight; freeing ports or scuppers shall be provided for clearing such deck of water under all weather conditions.

Subdivision Load Lines

22 (1) Every ship shall be marked on its sides amidships with the subdivision load lines assigned to it by the Board; the marks shall consist of horizontal lines 25 mm in breadth, and 230 mm in length in the case of a ship that is a load line ship and 305 mm in length in the case of any other ship; the marks shall be painted in white or yellow on a dark ground or in black on a light ground, and shall also be cut in or centre-punched on iron or steel ships, and cut into the planking on wood ships.

(2) The subdivision load lines shall be identified with the letter C, measuring about 115 mm by 75 mm; the identifying letters and numerals shall in every case be painted and cut or centre-punched, as the case may be, on the sides of the ship in the same manner as the lines to which they relate, and

(a) in the case of ships of Class I and Class II with consecutive numbers beginning from the deepest subdivision load line that shall be marked C1;

(b) in the case of ships of Class III and Class IV,

(i) if there is only one subdivision load line, it shall be identified with the letter C, and
(ii) if there is more than one subdivision load line, the subdivision load lines shall be identified with the letter C and with consecutive letters beginning from the deepest subdivision load line, which shall be marked CA;

(c) where in the case of any ship the subdivision load line marks assigned are located below the lowest of the ordinary load lines, the latter load lines, if the owner so desires, need not be placed on the ship’s sides; for such cases the ship’s sides shall be marked with the deck line, the disc, the horizontal line through the centre of the disc, the subdivision load line or lines and the fresh water load line; the fresh water load line mark shall be placed at the same distance above the disc as if the disc were in its normal position; the fresh water mark shall be designated by the letter F at its after end and the forward end of this load line and that of the subdivision load line or lines shall be connected by a vertical line; the centre of the disc shall be placed at the level of the top edge of the highest subdivision load line; and
(d) in the case of ships that are not required to have ordinary load lines assigned, the subdivision line or lines shall be marked directly under the deck line and if more than one subdivision load line is marked on the ship’s sides the forward ends shall be joined by a vertical line.

(3) In the case of a ship of Class III, IV, VI or VII that is 150 tons, gross tonnage, or over, a combined subdivision load line and inspection certificate shall be issued over the signature of the steamship inspector or inspectors concerned with the inspection of the ship.

1987, c. 7, s. 84(F);
SOR/95-254, s. 32.

PART II

Application of Part

23 This Part applies to the following classes of ships that carry more than 12 passengers:

(a) Group A comprising

(i) all ships of Class III and Class IV that are 50 tons, gross tonnage, and less than 150 tons, gross tonnage,
(ii) all ships of Class VI and Class VII that are 75 tons, gross tonnage, or over, and
(iii) ships of Class V and Class VIII that are not ferry vessels and are 75 tons, gross tonnage, or over; and

(b) Group B comprising all ships of Class V and Class VIII that are ferry vessels.

Standard of Subdivision

24 (1) Every Group A ship, whether or not specifically required by this section to meet at least a one-compartment standard of subdivision, shall be fitted with at least three transverse watertight bulkheads.

(2) Every Group A ship shall be subdivided as follows:

(a) if carrying more than 49 passengers and not more than 400, it shall be so subdivided that with any one main compartment flooded, the margin line will not be submerged;
(b) if carrying more than 400 and not more than 600 passengers, it shall, in addition to the requirements of paragraph (a), be so subdivided that with the forepeak and the adjacent main compartment flooded, the margin line will not be submerged;
(c) if carrying more than 600 and not more than 800 passengers, it shall, in addition to the requirements of paragraph (a), be so subdivided that with any two adjacent main compartments flooded within at least 40 per cent of the ship’s length from the forward perpendicular, the margin line will not be submerged;
(d) if carrying more than 800 and not more than 1 000 passengers, it shall, in addition to the requirements of paragraph (a), be so subdivided that with any two adjacent compartments flooded within 60 per cent of the ship’s length from the forward perpendicular, the margin line will not be submerged; and
(e) if carrying more than 1 000 passengers, it shall be so subdivided by main transverse watertight bulkheads that with any two adjacent main compartments flooded, the margin line will not be submerged.

(3) Every Group B ship

(a) that is not over 45.7 m in water line length shall be so subdivided by main transverse bulkheads that with any one main compartment flooded the margin line will not be submerged;
(b) that is over 45.7 m but not over 61 m in water line length shall, in addition to one compartment subdivision, be so subdivided that, with either of the peak compartments and its adjacent main compartment flooded, the margin line will not be submerged; and
(c) that is over 61 m in water line length shall be so subdivided by main transverse watertight bulkheads that with any two adjacent main compartments flooded, the margin line will not be submerged.

SOR/95-254, s. 32.

25 In making subdivision calculations, the volume shall be calculated to the margin line and the assumed average permeability of spaces shall be as follows:
Machinery spaces 85
Tanks, chain lockers and spaces normally filled with cargo stores, mail or baggage, in the full load condition 60
All other spaces 95

26 To be considered effective, watertight bulkheads abaft the collision bulkhead shall be spaced not less than 3.05 m plus three per cent of the load water line length, but in the case of ships of Group B this minimum spacing shall be applicable between peak bulkheads.
SOR/95-254, s. 32.

27 Watertight bulkheads shall not be stepped unless additional subdivision is provided in way of the step to maintain the same measure of safety as that obtained by a plane bulkhead; where a ship can withstand flooding of the two adjacent compartments separated by a stepped bulkhead and no part of such bulkhead is nearer to either of the other bulkheads bounding the adjacent compartments than is permitted by section 26, the step will be acceptable.

28 (1) If watertight bulkheads are recessed, the recess shall be inboard from the ship’s side by at least one-fifth the beam amidships measured at right angles to the centre line at the level of the load water line; otherwise, the bulkhead shall comply with the requirements for a stepped bulkhead.
(2) In the case of ships that operate solely on the Great Lakes, where the maximum moulded beam at the deck and at the load water line differ appreciably, the inboard damage penetration may be assumed at a mean position between that corresponding to one-fifth of the maximum moulded beam at the deck, measured inboard at the deck, and that corresponding to one-fifth the maximum moulded beam at the load water line measured inboard at the load water line.

29 Where a main transverse bulkhead is recessed or stepped, an equivalent plane bulkhead shall be used in determining the subdivision.

30 The requirements for double bottoms as specified in section 11 of Part I apply to the ships of this Part.

31 The requirements for peak and machinery space bulkheads as specified in section 10 of Part I apply to ships to which this Part applies, except that the requirements for afterpeak bulkheads specified in subsection 10(2) apply only to ships over 150 tons, gross tonnage.

32 The requirements for damaged stability calculations as set out in Schedule II shall apply to all ships required by this Part to have at least a one-compartment standard of subdivision.

33 The requirements for shaft tunnels as specified in subsection 10(3) of Part I apply to ships in excess of 150 tons, gross tonnage, to which this Part applies.

34 The requirements of sections 14 to 18 respecting

(a) openings in watertight bulkheads,
(b) means of closing openings in watertight bulkheads, etc.,
(c) means of operating sliding watertight doors,
(d) signals and communications for watertight doors, and
(e) construction of watertight doors

apply to all ships to which this Part applies, except that, in the case of ships that are less than 150 tons, gross tonnage, that operate on the Great Lakes or on the sea coasts and that do not proceed more than 20 nautical miles from land, and in the case of all ships on inland waters, other than the Great Lakes, hinged watertight doors complying with subsection 15(3) and (4) may be permitted within accommodation and working spaces, if it is practical to keep such doors closed at all times except when actually being used for transit; in the case of those ships where an emergency generator is not required to be fitted, the requirements for two sources of power prescribed in subsection 16(6) of Part I need not be complied with.
SOR/95-254, s. 32.

35 The requirements for openings in shell plating below the margin line, as specified in section 19 of Part I apply to the ships to which this Part applies.

36 The requirements for side and other openings above the margin line and for weather decks, as specified in sections 20 and 21 of Part I, apply to the ships to which this Part applies.

Subdivision Load Line Certificates

37 (1) The provisions specified in subsection 22(3) of Part I relating to issuance of subdivision load line certificates shall apply to ships of Class VI and Class VII that are 150 tons, gross tonnage, or over to which this Part applies.
(2) The requirements for marking of subdivision load lines as specified in subsection 22(2) of Part I shall apply to ships of Class VI and Class VII that are 150 tons, gross tonnage, or over, except that references in paragraph 22(2)(c) to “the disc” shall read “the disc or diamond”; ships of Class VI and Class VII that make voyages to the United States on the Great Lakes shall be marked in similar manner to that specified in paragraphs 22(2)(a) and (b).
(3) Subdivision load line certificates will not be issued to ships of Class III, IV, VI or VII that are less than 150 tons, gross tonnage, nor shall such certificates be issued to any ship of Class V or Class VIII regardless of gross tonnage; in the case of such ships, a letter stating the maximum load draft at which the ship is permitted to operate will be issued; this letter shall be posted in the wheel house, under glass, adjacent to the inspection certificate.

1987, c. 7, s. 84(F).

PART III Fire Protection of Passenger Ships

Application of Part

38 Subject to section 42, this Part applies to

(a) ships of Class I and Class II the keels of which were laid on or after November 19, 1952;

(b) ships of Class III to Class VIII that are certified to carry

(i) more than 25 berthed passengers,
(ii) more than 50 berthed and unberthed passengers, or
(iii) more than 100 unberthed passengers where the distance from the point of commencement of the voyage to the farthest outward point exceeds 15 nautical miles or where the distance of the ship from shore at any time exceeds 5 nautical miles; and

(c) ships of Class III to Class VIII, other than those described in paragraph (b), where in the opinion of the Board the application of this Part or any provision thereof to any such ship is warranted by reason of the existence of any special hazard.

SOR/95-254, s. 32.

Exemption

39 The Board may exempt from any of the provisions of sections 44 to 51 and 52 to 56 any ship of Class I or Class II carrying not more than 36 passengers if it is satisfied that the ship is fitted with an efficient fire detection system complying with the requirements of section 57, capable of giving a visible and audible alarm signal at one or more points in the ship so as to come rapidly to the notice of the master and the crew of the ship, which will indicate the presence and position of any fire in any accommodation space or service space, other than a space that, in the opinion of the Board, affords no substantial risk.

Exhibition of Plans

40 In every ship there shall be provided for the guidance of the master of the ship plans showing for each deck the sections of the ship enclosed by “A” Class divisions and the sections of the ship enclosed by “B” Class divisions, together with particulars of the fire alarm and fire detecting systems, sprinkler installations and fire extinguishing appliances provided in the ship, the means of entry into and exit from the various compartments and decks, and of the ship’s ventilating system, including in particular the positions of the dampers thereof and the identification numbers of the ventilation fans serving each section of the ship, and such plans shall be protected by glass or similar material and shall be permanently affixed to a bulkhead, table or desk near the place from which the ship is normally navigated.

“A” and “B” Class Divisions

41 (1) Every “A” Class division shall be constructed of steel or similar material, in either case stiffened so as to be capable of preventing the passage of smoke and flame throughout a standard fire test of 60 minutes duration; the division shall have an adequate insulating value having regard to the nature of the spaces adjacent thereto, and if the division is between spaces either of which contains adjacent combustible material, it shall be so insulated that, if either face of the division is exposed to a standard fire test of 60 minutes duration, the average temperature on the unexposed face of the division will not increase at any time during the test by more than 139°C above the initial temperature on that face nor shall the temperature at any one point thereon increase by more than 180°C above the initial temperature.
(2) Every “B” Class division shall be capable of preventing the passage of smoke and flame throughout a standard fire test of 30 minutes duration; every such division shall have an adequate insulating value having regard to the nature of the spaces adjacent thereto; the division shall be so constructed that, if either face thereof is exposed to a standard fire test of 30 minutes duration, the average temperature on the unexposed face of the division will not increase by more than 139°C above the initial temperature on that face, nor shall the temperature at any one point thereon increase by more than 180°C above the initial temperature, provided that any division that is constructed wholly of incombustible material shall be required to comply with the foregoing requirement relating to increase of temperature only during the first 15 minutes of a standard fire test.

SOR/95-254, s. 32.

Structure of the Ship

42 (1) The hull, superstructure, structural bulkheads, decks and deckhouses of every ship shall be constructed of steel, but the Board may exempt any ship wholly or in part from the requirements of this subsection if it is satisfied that these parts are constructed of material equally resistant to fire.
(2) The hull, superstructure and deckhouses shall be subdivided by bulkheads consisting of “A” Class divisions into main vertical zones; the mean length of each zone, above the bulkhead deck, shall not exceed 40 m; any steps in the bulkheads shall consist of “A” Class divisions; in the case of railway car ferries (which does not include automobile carrying ships) where it is impracticable to fit fire-resisting bulkheads on the car deck, the car deck shall be completely isolated from the passenger spaces by fire-resisting bulkheads, doors and decks.
(3) Ships of Class I to Class IV and Class VI and Class VII that are certified to carry more than 12 passengers and have vehicular decks for the carriage of automobiles or other vehicles with fuel in their tanks shall have fitted on each of those decks a sprinkler system that complies with the requirements of the Fire Detection and Extinguishing Equipment Regulations.
(4) Where a sprinkler system is fitted on a vehicular deck, approved automatic water curtains complying with the requirements of the Fire Detection and Extinguishing Equipment Regulations may be substituted for main vertical zone “A” Class bulkheads.
(5) Any portions of such divisions that extend above the ship’s bulkhead deck shall, whenever possible, be in line with watertight subdivision bulkheads situated immediately below the bulkhead deck and shall extend from deck to deck and to the ship’s shell plating and, in the case of a deckhouse, to the external plating thereof; the insulation of such bulkheads shall be extended for a suitable distance at the bulkhead boundaries, but in no case less than 380 mm.
(6) Exits shall be provided from spaces between fire-resisting bulkheads and shall be independent of the doors in such bulkheads; they shall be so arranged that they will not act as conductors of fire from one deck to another; such exits shall be so arranged that all persons accommodated within spaces that are bounded by fire-resisting bulkheads will be able to escape from such spaces to an open deck or to spaces within other compartments that will lead to an open deck or to a place of safety.

SOR/95-254, s. 32.

Openings in “A” Class Division

43 (1) If any “A” Class division is pierced for the passage of electric cables, pipes, trunkways, girders or beams, or for other purposes, the arrangements shall be such that the effectiveness of the division in resisting fire is not thereby impaired.

(2) Where a trunkway passes through an “A” Class division,

(a) an automatic-closing fusible link fire damper shall be fitted adjacent to the division, the fusible link being located within the trunkway;
(b) the damper shall be capable of being manually operated from both sides of the division and the operating positions shall be readily accessible and permanently marked in red;
(c) indicators shall be fitted to show whether the damper is open or shut; and
(d) the trunkway between the damper and the division shall be as effective as the division in resisting fire.

(3) Any opening in a division shall be provided with means of closure permanently attached to the division and the means of closure shall be as effective as the division in resisting fire.

(4) In the case of a ship the keel of which was laid before March 22, 1967,

(a) any door in a division shall be so constructed that it can be opened and closed by one person from either side of the division and the door and the means of keeping it closed shall be as effective as the division in resisting fire, except that a watertight door shall not be required to be insulated; and

(b) where the division is constructed in compliance with subsection 42(2) and any door therein is not a watertight door, such door shall

(i) have a locking device of the three-way shoot bolt type or its equivalent,
(ii) be self-closing and easily released from the open position, and
(iii) have a fusible link fitted in the release arrangement.

(5) In the case of a ship the keel of which is laid after March 22, 1967,

(a) any door in a division shall be so constructed that it can be opened and closed by one person from either side of the division and the door and the means of keeping it closed shall be as effective as the division in resisting fire, except that a watertight door shall not be required to be insulated;
(b) fire doors in main vertical zone bulkheads and stairway enclosures, other than fire doors that are normally locked, shall be self-closing and capable of closing against an inclination of 3 1/2 degrees opposing closure;
(c) fire doors in main vertical zone bulkheads and stairway enclosures, other than fire doors that are normally closed, shall be capable of release either simultaneously or in groups from a control station and also individually from a position at the door and the release mechanisms shall be so arranged that the doors will automatically close when the control system is disrupted;
(d) hold back hooks that are not capable of being released from the control station shall not be fitted; and
(e) approved power operated sliding watertight doors shall not be required to be insulated and shall be acceptable as complying with the requirements of paragraphs (b) and (c).

(6) Where fire doors referred to in paragraph (5)(c) are double swing doors, they shall be fitted with a latch arrangement that is automatically engaged by the operation of the door release system.

Separation of Accommodation Spaces from Other Enclosed Spaces

44 The bulkheads and decks separating accommodation spaces from other enclosed spaces including machinery and cargo spaces shall consist of “A” Class divisions.

Protection of Stairways

45 (1) Every stairway within an accommodation space or service space shall be of steel frame construction and shall lie within an enclosure constructed of “A” Class divisions, provided that

(a) a stairway serving only two decks shall not be required to be enclosed by “A” Class divisions at more than one deck; and
(b) a stairway in a public room shall not be required to be so enclosed if it lies wholly within the room.

(2) The Board may exempt any ship, being a ship in which Method II of fire protection (within the meaning of section 52) has been adopted, from the requirements of subsection (1) in relation to any stairway that it is satisfied is an auxiliary stairway adequately protected by sprinklers.
(3) Every opening in a bulkhead forming part of a stairway enclosure shall be provided with a means of closure that shall be permanently attached thereto; the means of closure shall be as effective as the bulkhead in resisting fire, and shall be self-closing unless it is a watertight door.
(4) Every stairway enclosure shall communicate directly with the corridors adjacent thereto and shall have an area sufficient to prevent congestion, having regard to the number of persons likely to use the stairway in an emergency; every such enclosure shall contain as little accommodation space or service space as is practicable in the circumstances.

Protection of Lifts and Vertical Trunks for Light and Air

46 (1) In every ship every lift trunk, and every light-and-air and similar trunk in an accommodation space or service space shall be constructed of “A” Class divisions, provided that a lift trunk within a stairway enclosure shall not be required to be insulated; every door in such a trunk shall be constructed of steel or other incombustible material and shall be as effective as the trunk in resisting fire.
(2) Every lift trunk shall be so fitted as to prevent the passage of smoke and flame from one between decks to another and shall be provided with means of closure that will enable draught and smoke to be controlled.
(3) If a light-and-air or similar trunk communicates with more than one between decks space and smoke and flame may be conducted from one between decks to another, smoke shutters shall be fitted so as to enable each such space to be isolated in the event of fire.
(4) Every other trunk shall be so constructed as not to afford a passage for fire from one between decks or compartment to another.

Protection of Control Stations

47 (1) Every control station shall be separated from the rest of the ship by bulkheads and decks consisting of “A” Class divisions.
(2) The radio room shall not be situated directly above any stairway and shall be so situated as to minimize the risk of fire reaching it by way of stairways. An emergency means of escape, preferably to the open deck, shall be provided.

SOR/2000-264, s. 2.

Protection of Other Rooms

48 (1) In every ship the boundary bulkheads separating a galley, baggage room, mail room, store room, paint room, lamp room, or any similar space from any other space shall consist of “A” Class divisions.
(2) Spaces appropriated for the storage of highly flammable stores shall be so constructed and situated as to minimize the danger to persons on board in the event of fire.

Deck Sheathing

49 In every ship any permanent deck sheathing within an accommodation space, service space, control station, stairway or corridor shall be such as will not readily ignite; in the case of ships that carry automobiles in a between deck space, the deck covering of any accommodation space that is located over the automobile storage space shall be incombustible material.

Ventilation Systems

50 (1) The inlets of every air supply system and the outlets of every air exhaust system in every ship shall have readily accessible means by which they can be closed in the event of fire, and, wherever practicable, the system of ducts leading from each ventilating fan shall be within one main vertical zone.
(2) Every ship shall be equipped with two master controls, situated as far apart as is practicable, either of which shall be capable of stopping all the fans in the power ventilation systems of the ship, other than the ventilation systems in the machinery space; every power ventilation system serving the machinery space shall have two master controls, one of which shall be capable of being operated from outside such space; any exhaust ducts from galley ranges shall be constructed of “A” Class divisions that shall be insulated where the ducts pass through the accommodation spaces or service spaces.

(3) In the case of a ship the keel of which is laid after March 22, 1967, the exhaust duct from the galley range shall be fitted with

(a) a grease trap that is connected to the bottom of the duct and is readily removable for cleaning;
(b) a fire damper located in the bottom of the duct;
(c) a control switch, operable from within the galley, for shutting off the exhaust fan; and
(d) a fixed smothering system for extinguishing a fire within the duct.

Miscellaneous Items of Fire Protection

51 (1) Every air space enclosed behind a ceiling, panel or lining in the accommodation spaces or service spaces shall be divided by close fitting draught-stops, spaced not more than 14 m apart in the fore and aft direction, and shall be closed at each deck.
(2) Every ceiling, panel and lining referred to in subsection (1) shall be so constructed as to enable a fire patrol to detect any smoke originating in a concealed or inaccessible space, without impairing the efficiency of the fire protection of the ship; small holes in ceilings, panels and linings, protected by metal gauze, may be accepted for this purpose.
(3) The concealed surfaces of every bulkhead, lining, panelling, stairway, wood grounds and other structure in accommodation spaces and service spaces shall be such that they will be surfaces of low flame spread.
(4) Paints, varnishes or similar preparations shall not be applied if they contain a nitro-cellulose base, and fabrics containing nitro-cellulose shall not be fitted.
(5) Overboard scuppers, sanitary discharges or other outlets shall not be made of lead if they are close to the water line or in such a position that the fusing of the lead in the event of fire would give rise to a danger of flooding.
(6) The use of wood for the internal construction and equipment of galleys, bakeries and main pantries shall be restricted so far as is practicable.
(7) Every window and side scuttle in the accommodation spaces and service spaces shall be constructed with metal frames; the glass therein shall be retained by a metal ring or bead; if the window or side scuttle is in a position in which the fusion of the frame, ring or bead may give rise to a danger of flooding, the frame, ring or bead, as the case may be, shall consist of metal that is not likely to fuse in the event of fire; every window and side scuttle in such a ship opening on to a corridor or stairway shall be as effective in resisting fire as the bulkhead in which it is fitted.
(8) Skylights of engine and boiler spaces shall be capable of being closed from outside such spaces.
(9) Cellulose-based film shall not be used in cinematograph installations on board ship.

SOR/95-254, s. 32.

Methods of Fire Protection

52 (1) Subject to subsection (2), the accommodation spaces and service spaces in every ship shall be constructed in accordance with one of the following methods of fire protection and shall comply with such of the following requirements of this Part as are expressed to apply to ships in which that method has been adopted:
Method I: the construction in the accommodation spaces and service spaces of a system of internal bulkheading consisting of “B” Class divisions, between main vertical zone bulkheads, together with an automatic fire alarm and fire detection system in these spaces;
Method II: the fitting of an automatic sprinkler, fire detection and fire alarm system in the accommodation spaces and service spaces, and no restriction on the type of internal divisional bulkheads between main vertical zone bulkheads;
Method III: the subdivision of the accommodation spaces and service spaces between main vertical zone bulkheads by “A” Class and “B” Class divisions, together with the fitting of an automatic fire alarm and fire detection system in all accommodation spaces and service spaces and a restriction of the provision of combustible material in these spaces.

(2) In the case of the following ships, only Method I of fire protection shall be adopted:

(a) a passenger ship the keel of which is laid on or after March 22, 1967;
(b) a ship that is converted to a passenger ship on or after March 22, 1967; and
(c) a passenger ship that is transferred to registry in Canada on or after March 22, 1967.

Bulkheads within Main Vertical Zones (Methods I and III)

53 (1) Where, for fire protection, Method I is adopted, the following requirements apply:

(a) every bulkhead within the accommodation spaces or service spaces of a ship in which Method I of fire protection has been adopted, not being a bulkhead required by these Regulations to consist of “A” Class divisions, shall consist of “B” Class divisions; the bulkheads shall be joined together in a manner that will ensure the maximum resistance to fire; if such a ship carries more than 100 passengers, the said “B” Class divisions shall be constructed of incombustible material but, subject to the provisions of paragraph 56(1)(b), may be faced with combustible material;
(b) every such bulkhead shall extend from deck to deck, provided that a bulkhead, other than a corridor bulkhead, may terminate at a ceiling consisting of incombustible material;
(c) where the ship’s shell plating forms the boundary of an accommodation space or a service space, the adjacent transverse bulkheads shall extend to the shell plating; where the external plating of a deckhouse forms the boundary of an accommodation space or service space, the adjacent transverse and longitudinal bulkheads shall extend to the external plating, provided that any such bulkhead, other than a corridor bulkhead, may terminate at a lining consisting of incombustible material; and
(d) any ventilation opening in a corridor bulkhead shall be in the lower part of the bulkhead, wherever practicable, and shall be provided with a grille constructed of incombustible material.

(2) Where, for fire protection, Method III is adopted, the following requirements apply:

(a) bulkheads within the accommodation spaces and service spaces of every ship in which Method III of fire protection has been adopted, not being a bulkhead required by these Regulations to consist of “A” Class divisions, shall be constructed of “B” Class divisions so as to form a continuous network of “B” Class divisions or, together with such bulkheads as are constructed of “A” Class divisions, a continuous network of “A” and “B” Class divisions; the area of any one compartment formed by such network shall not exceed 150 m2 and shall, wherever practicable, not exceed 120 m2;
(b) every public room in such a ship, being a space without interior subdivisions, shall, except at the shell plating of the ship or the external plating of a deckhouse, be bounded by bulkheads consisting of “B” Class divisions unless the bulkheads enclosing the room are required by these Regulations to consist of “A” Class divisions;
(c) every corridor bulkhead in such a ship shall consist of “B” Class divisions unless it is required by these Regulations to consist of “A” Class divisions and shall extend from deck to deck; provided that ventilation openings having grilles of incombustible material may be installed in such bulkhead at points where no ceilings are fitted above such bulkhead or where the ceilings there fitted are constructed of incombustible material; and
(d) if such a ship carries more than 100 passengers, every “B” Class division constructed in accordance with this section shall be constructed of incombustible material but, subject to the provisions of subsection 56(2), may be faced with combustible material; if such a ship carries 100 passengers or less, every such division shall have an incombustible core or shall be assembled with internal layers of sheet asbestos or similar incombustible material, and in either case shall comply with the requirements of subsection 41(2) as if it were constructed wholly of combustible material.

SOR/95-254, s. 32.

Automatic Fire Alarm and Fire Detection Systems (Methods I and III)

54 (1) In every ship in which Method I or Method III of fire protection has been adopted, a fire alarm and fire detection system complying with section 57 shall be installed which will detect the presence of fire in any accommodation space or service space and will indicate the presence and position of the fire by a signal given at one or more points in the ship so as to come rapidly to the notice of the master and crew of the ship.
(2) The Board may exempt any ship from the requirements of this section to the extent that it is satisfied that the accommodation spaces and service spaces afford no substantial fire risk.

Automatic Sprinkler, Fire Alarm and Fire Detection Systems (Method II)

55 (1) In every ship in which Method II of fire protection has been adopted, an automatic sprinkler and fire alarm and fire detection system complying with Schedule VI of the Fire Detection and Extinguishing Equipment Regulations shall be installed and so arranged as to protect all accommodation spaces and service spaces in the ship.

(2) The Board may exempt any ship from the requirements of this section

(a) to the extent that it is satisfied that the accommodation spaces and service spaces afford no substantial fire risk; and
(b) in respect of any baggage room or store room that it is satisfied is provided with adequate arrangements for the detection of fire or for the smothering of fire by gas or steam.

Restriction of Combustible Material (Methods I and III)

56 (1) In every ship in which Method I of fire protection has been adopted,

(a) all linings, grounds, ceilings and insulation shall consist of incombustible material except in cargo spaces, mail rooms, bullion rooms, baggage rooms and refrigerated store rooms, provided that the linings, grounds and ceilings in ships carrying not more than 100 passengers may be constructed of combustible material having the same fire-resisting properties as the material of the bulkheads enclosing the spaces in which they are situated; and
(b) the total volume of combustible materials installed as facings, mouldings, decorations or veneers in any accommodation space or service space in a ship in which Method I of fire protection has been adopted, being a ship carrying more than 100 passengers, shall not exceed a volume equal to that of veneer of 2.5 mm on the combined area of the walls and ceiling of such space; any facings, mouldings, decorations or veneers installed in the corridors or stairway enclosures in such a ship shall consist of incombustible materials.

(2) In every ship in which Method III of fire protection has been adopted, the provision of combustible materials for linings, grounds, ceilings, fittings and furnishings in any space in the accommodation spaces or service spaces shall be restricted to the minimum compatible with the use for which that space is appropriated; in the public rooms in such a ship the grounds and supports for the linings and ceilings shall be constructed of steel or other material equally effective in resisting fire; all exposed surfaces and their coatings in the accommodation spaces of such a ship shall be surfaces of low flame spread.

SOR/95-254, s. 32.

57 (1) For the purposes of the fire alarm and detection systems required by section 39 to be fitted in certain ships carrying not more than 36 passengers, the accommodation and service spaces shall be divided into groups; a group shall be confined to one deck and shall not be split by a main vertical zone bulkhead or a watertight bulkhead; at least one detector head shall be fitted in each cabin or other small space but more than one detector head may be required in large spaces; all detector heads in a group shall be connected to an indicator for that group and to an audible alarm common to all groups at each central control station.

(2) For purposes of the fire alarm and detection systems required by section 54, the provisions of subsection (1) of this section apply and in addition the following:

(a) in ships in which Method I of fire protection is adopted the spaces on the starboard side shall be grouped separately from those on the port side and no group shall extend more than 19.8 m of the length of the ship; and
(b) in ships in which Method III of fire protection is adopted, each public room shall generally be treated as comprising one group; other accommodation and service spaces shall be grouped so that the spaces within each compartment formed by the network of “A” and “B” Class divisions referred to in paragraph 53(2)(a) form one group; so far as is practicable no group shall consist of more than 15 cabins.

(3) Automatic fire alarm and detection systems referred to in this section shall comply with the following:

(a) they shall be so constructed as to give indication at the central control station of any failure of power supply to the system;
(b) there shall be not less than two sources of power each capable of operating the system;
(c) means shall be provided by push button or other suitable arrangement for testing the operation of the indicators and alarm signal;
(d) detector heads shall generally be fitted on the deck heads of the spaces and shall be set to operate at a temperature of 68°C ± 6.7°C except in drying rooms and similar spaces where a higher setting is allowed;
(e) there shall not be an excessive time lag in the operation of the alarm signal and steamship inspectors shall satisfy themselves that the time lag is within reasonable limits;
(f) spare detector heads shall be carried in the proportion of not less than one for each 50 heads fitted in the installation with a minimum of six heads;
(g) a list shall be posted up adjacent to the indicating cabinet at the control station showing the actual cabinet numbers, public rooms and other spaces included in each group, and the deck on which each group is situated;
(h) with each fire alarm and detection system there shall be carried in the ship full instructions as to the operation, maintenance and testing of the system; and
(i) in addition to the fire alarm and detection system specified in paragraph (h), passenger ships over 38.1 m in length, except open deck vessels, shall be fitted with general alarm bells or a klaxon to the satisfaction of a steamship inspector.

SOR/95-254, s. 32.

PART IV Fire Protection of Existing Safety Convention Passenger Ships — Keels Laid Before November 19, 1952 and of Hotel Ships

Application of Part

58 This Part applies to Safety Convention passenger ships, carrying more than 36 passengers, the keels of which were laid before November 19, 1952 and to hotel ships.

Structure of the Ship

59 The hull, superstructure, structural bulkheads, decks and deckhouses of every ship shall be constructed of steel, but the Board may exempt any ship wholly or partly from the requirements of this section if it is satisfied that these parts are constructed of material equally resistant to fire.

Main Vertical Zones

60 (1) The hull, superstructure and deck houses shall be subdivided by “A” Class divisions into main vertical zones, the mean length of which, above the bulkhead deck, shall not in general exceed 40 m and, where steps are necessary, they shall be of “A” Class divisions.
(2) As far as practicable the portions of the “A” Class divisions above the bulkhead deck shall be in line with watertight subdivision bulkheads situated immediately below the bulkhead deck and shall extend from deck to deck and to the shell or other boundaries.
(3) On ships designed for special purposes, such as automobile or railroad car ferries, where installation of “A” Class divisions would defeat the purpose for which the ship is intended, equivalent means for controlling and limiting a fire shall be substituted and specifically approved by the Board.

SOR/95-254, s. 32.

Openings in “A” Class Divisions

61 (1) If any “A” Class division is pierced for the passage of electric cables, pipes, trunkways, girders or beams, or for other purposes, the arrangements shall be such that the effectiveness of the division in resisting fire is not thereby impaired.

(2) Where a trunkway passes through an “A” Class division,

(a) an automatic-closing fusible link fire damper shall be fitted adjacent to the division, the fusible link being located within the trunkway;
(b) the damper shall be capable of being manually operated from both sides of the division and the operating positions shall be readily accessible and permanently marked in red;
(c) indicators shall be fitted to show whether the damper is open or shut; and
(d) the trunkway between the damper and the division shall be as effective as the division in resisting fire.

(3) Any opening in a division shall be provided with means of closure permanently attached to the division and the means of closure shall be as effective as the division in resisting fire.
(4) Any door in “A” Class division shall be of an approved type and shall be so constructed that it can be opened and closed by one person from either side of the division and the door and the means of keeping it closed shall be as effective as the division in resisting fire, except that a watertight door shall not be required to be insulated.

SOR/95-254, s. 6(E).

Separation of Accommodation Spaces from Machinery, Cargo and Service Spaces

62 The boundary bulkheads and decks separating accommodation spaces from machinery, cargo and service spaces shall be constructed as “A” Class divisions, and these bulkheads and decks shall have an insulation value to the satisfaction of the Board having regard to the nature of the adjacent spaces.

Restriction of Combustibles

63 In the case of a ship in which Method II fire protection is adopted the ship shall comply with sections 52 and 55 except that the use of combustible materials shall be reduced as far as is reasonable and practicable by the use of non-combustible material when replacement of existing materials becomes necessary due to repairs or rearrangements.

Protection of Stairways

64 The protection of stairways shall be in accordance with the requirements of section 45.

Protection of Lifts and Vertical Trunks for Light and Air

65 The protection of lifts and vertical trunks for light and air shall be in accordance with the requirements of section 46.

Protection of Control Stations

66 The protection of control stations shall be in accordance with the requirements of section 47.

Protection of Store Rooms

67 The protection of store rooms and other similar spaces shall be in accordance with the requirements of section 48.

Ventilation Systems

68 Ventilation systems shall be arranged in accordance with the requirements of section 50.

Miscellaneous Items of Fire Protection

69 (1) Every air space enclosed behind a ceiling, panel or lining shall be divided by close fitting draught-stops spaced not more than 14 m apart in the fore and aft direction and shall be closed at each deck.
(2) Every ceiling, panel and lining referred to in subsection (1) shall be so constructed as to enable a fire patrol to detect any smoke originating in a concealed or inaccessible space, without impairing the efficiency of the fire protection of the ship.
(3) Small holes in the ceiling, panels and linings, protected by metal gauze, shall be deemed to fulfil the requirements of subsection (2).
(4) Cellulose-based film shall not be used in cinematograph installations on board ship.

SOR/95-254, s. 32.

PART V Fire Protection of Existing Non-convention Passenger Ships

Application of Part

70 Subject to section 74, this Part applies to passenger steamships that are not Safety Convention ships, and the keels of which were laid before February 7, 1958, that are certified to carry

(a) more than 25 berthed or more than 50 berthed and unberthed passengers; or

(b) more than 100 unberthed passengers on voyages where

(i) the distance between ports of call exceeds 15 nautical miles, or
(ii) the distance from shore at any time exceeds 5 nautical miles.

SOR/95-254, s. 32.

Arrangement and Size of Spaces

71 (1) The spaces appropriated for the use of passengers and crew shall be so arranged, on the decks, sides and ends, that fire will be prevented from travelling from one deck to another.
(2) Wooden structures appropriated for the use of passengers and crew shall be lined with fire-resisting material.
(3) Fire-resisting bulkheads shall extend from side to side of the ship and shall be continuous from the main hull to the uppermost part of the structure and be arranged within the main spaces appropriated to passengers and crew so that the length of the spaces between such bulkheads shall not exceed 40 m.
(4) Openings shall not be permitted in fire-resisting bulkheads except when they are necessary to provide passageways, and all such openings shall be fitted with doors equivalent to the automatic three-way shoot bolt type that shall be fire-resisting when closed; such doors shall be so arranged that they may readily be opened or closed from both sides of the bulkhead; they shall be of the self-closing type, fitted with simple means of release from the open position, and a fusible link shall be fitted in the release arrangement; the doors shall be capable of resisting for one hour a fire on either side of an intensity of 815°C without warping.
(5) Plans showing the arrangement of bulkheads shall be submitted to the Board for approval.
(6) Where steps or recesses are necessary in fire-resisting bulkheads, the decks in way of such steps or recesses shall be made fire-resisting.
(7) In ships that carry automobiles between decks the length of the space in which the automobiles are stowed shall comply with the provisions of subsection (3).
(8) In the case of railway car ferries, where it is impracticable to fit fire-resisting bulkheads on the car deck, the car deck shall be completely isolated from the passenger spaces by fire-resisting bulkheads, doors and decks.
(9) Exits shall be provided from spaces between fire-resisting bulkheads and shall be independent of the doors in these bulkheads; they shall be so arranged that they will not act as conductors of fire from one deck to another; the exits shall be so arranged that all persons accommodated in spaces that are bounded by fire-resisting bulkheads shall be able to escape from these spaces to an open deck or to spaces within other compartments that will lead to an open deck or to a place of safety.
(10) Open ventilating trunks leading from one deck to another are prohibited.
(11) Ships in which the main hull is constructed of wood shall be fitted below the main deck with fire-resisting bulkheads separating the hold spaces from the machinery and boiler spaces.
(12) If the hull is of steel, the bulkheads below the bulkhead deck shall be spaced to conform to the provisions of subsection (3) regarding the spacing of fire-resisting bulkheads.
(13) The galley shall be separated from accommodation spaces by fire-resisting bulkheads; dumb waiters or elevators shall be enclosed by fire-resisting bulkheads and doors.
(14) Casings forming trunks from machinery and boiler spaces shall be fire-resisting where they pass through passenger spaces.
(15) The material used for lining decks, sides and ends of spaces shall be fire-resisting.
(16) Steel bulkheads, suitably stiffened, shall be considered fire-resisting bulkheads provided they are not lined with flammable material; where any such bulkheads are in contact with or in close proximity to flammable material they shall be suitably insulated in way of this material.

SOR/95-254, s. 32.

72 There shall be fitted an automatic sprinkler and automatic fire alarm system that shall be effective for the protection against fire of all enclosed parts of a ship.

73 Paints, varnishes or other preparations of a highly flammable nature, such as those having a nitro-cellulose base, shall not be used.

74 In the case of a ship that was an existing passenger ship on April 12, 1950, where the Board considers that these Regulations should not be fully applied, the Board may, with the approval of the Minister, and subject to such conditions as the Board may impose, permit departures from any of the provisions of these Regulations if the Board is satisfied that, when such conditions have been complied with, the ship may be safely operated.

PART VI Fire Protection of Safety Convention Non-passenger Ships

Application of Part

75 This Part applies to Safety Convention ships, carrying not more than 12 passengers, the keels of which were laid on or after May 26, 1965.

Materials to be Used

76 (1) In the case of ships of 4 000 tons, gross tonnage, and over,

(a) the hull, superstructure, structural bulkheads and deckhouses shall be constructed of steel or other equivalent material;
(b) within accommodation spaces the corridor bulkheads shall be constructed of steel or of incombustible “B” Class divisions;
(c) permanent deck covering, within accommodation spaces on decks forming the crown of machinery or cargo spaces, shall be of a type that will not readily ignite;
(d) interior stairways, lift trunks and other similar trunks within accommodation spaces shall be constructed of steel or other equivalent material;
(e) the boundary bulkheads of an emergency generator room and the bulkheads separating galleys, paint rooms, lamp rooms and boatswain’s stores from accommodation spaces shall be constructed of steel or other equivalent material;
(f) within accommodation spaces, machinery spaces and control stations, paints, varnishes or similar preparations having a nitro-cellulose or highly inflammable base shall not be applied;
(g) pipes conveying oil or combustible liquids shall be of a material approved by the Board having regard to the fire risk;
(h) overboard scuppers, sanitary discharges or other outlets shall not be of material likely to fail in the event of fire if they are close to the water line or in such a position that the fusing of the material in the event of fire would give rise to a danger of flooding;
(i) electric radiators, if used, shall be fixed in position and so constructed as to reduce risks to a minimum and no radiators shall be fitted with an element so exposed that clothing, curtains or other materials can be scorched or set on fire by heat from the element;
(j) cellulose-based film shall not be used in cinematograph installations on board ship; and
(k) facilities shall be provided for stopping ventilation fans serving machinery and cargo spaces and for closing all doorways, ventilators, annular spaces around funnels and other openings to such spaces and these facilities shall be capable of being operated from outside such spaces in case of fire.

(2) For the purposes of this section, permanent deck covering means a deck covering adhering to, or permanently attached to, the deck and shall include any combination of decking material such as underlayments and surface material.

SOR/95-254, s. 32.

77 In the case of ships of 500 tons, gross tonnage, and over,

(a) the skylights to spaces containing main propulsion machinery, or oil-fired boilers or auxiliary internal combustion type machinery of a total power of 746 kW (1 000 HP) or over, shall be capable of being closed and, where practicable, opened from outside the space in the event of fire and, where they contain glass panels, such panels shall be of fire-resisting construction fitted with wire reinforced glass and shall have external permanently attached shutters of steel or other equivalent material;
(b) windows shall not be fitted in engine casings except where the Board is satisfied that they are necessary and will not constitute a fire hazard and, where they are fitted, they shall be of a non-opening type and shall be of fire-resisting construction fitted with wire reinforced glass and shall have external permanently attached shutters of steel or other equivalent material; and
(c) the requirements of section 40 for exhibition of fire control plans shall apply as far as applicable to non-passenger ships.

SOR/95-254, s. 32.

PART VII Passenger and Non-passenger Ships

Interpretation

78 In this Part, length, in respect of a ship, means,

(a) in the case of a ship that is registered under the Act or required by the Act to be registered,

(i) the distance from the forepart of the uppermost end of the stem to the aft side of the head of the stern post, except that if a stern post is not fitted to the ship, the measurement shall be taken to the foreside of the head of the rudder stock,
(ii) if the ship has no rudder stock or has a rudder stock situated outside of the hull at the stern, the distance from the foreside of the foremost permanent structure to the aft side of the aftermost permanent structure of the ship, not including guards or rubbing strakes, or
(iii) if the ship is double-ended, the distance from the aft side of the forward rudder stock to the foreside of the after rudder stock; and

(b) in the case of a ship that is not required by the Act to be registered, the horizontal distance between perpendiculars erected at the extreme ends of the outside of the hull.

Application of Part

79 (1) Sections 80, 81, 84 and 98 do not apply to a ship to which Part VIII applies.
(2) Section 84 does not apply to a ship to which Part IX or X applies.

SOR/83-521, s. 3.

Stability in Undamaged Condition

80 The provisions of section 81 regarding stability tests in the undamaged condition apply to

(a) all passenger ships that make international voyages and any other passenger ship for which such provision is deemed necessary by the Board; and
(b) all cargo ships of 500 tons, gross tonnage, and over, that make international voyages, and any other cargo ship for which such provision is deemed necessary by the Board.

81 (1) All stability tests shall be conducted in the presence of and to the satisfaction of a steamship inspector.
(2) The results of the stability tests shall be developed to indicate the stability of the ship in the conditions, including the light, loaded, arrival and worst operating condition, that will be experienced having regard to the service in which the ship will be engaged.
(3) The owner shall provide in every such ship a document containing the results of the stability tests required by subsection (2) and other relevant information for the use of the master, and it shall be the responsibility of the owner and master to ensure that a proper measure of stability is maintained for all conditions of loading and ballasting; in general, this information shall be such that the master can readily determine the metacentric height and determine the freeboard for any condition of loading; in the case of a ship that, due to its design or type of service requires special consideration of its stability characteristics, the information shall also include an indication of any operating condition that must be maintained to assure the safety of the ship.

(4) If the following plans have not been previously submitted, they shall be made available at the time of the stability test:

(a) hydrostatic curves including cross curves of stability and curves of righting levers for the various conditions;
(b) capacity plan showing capacities and vertical and longitudinal centres of gravity of cargo spaces, tanks, etc.;
(c) tank sounding tables; and
(d) draught mark locations.

(5) Subject to subsections (7) and (8), the stability test requirements of this section shall also apply to all foreign built vessels, for which application for registry in Canada has been approved, unless proof of the vessel’s stability as required in subsection (3) is submitted and approved by the Board.
(6) In the case of any ship, to which this section applies, that is modified in such manner as to affect the ship’s stability, the stability document required by subsection (3) shall be corrected to indicate the new stability characteristics of the ship as approved by the Board.
(7) Stability tests may be dispensed with if basic stability data is available from the stability test of a sister ship and if it is shown to the satisfaction of the Board that reliable stability information can be obtained from such basic data.
(8) Except in the case of ships of Class I or Class II, the Board may allow the stability test to be dispensed with in exceptional circumstances if it can be shown to the Board’s satisfaction that owing to the form, construction and arrangement of the ship, stability calculations can safely be made without the stability test being conducted.

Watertight Doors for Bulk Cargo Vessels to which Inland Waters Certificates are Issued

[1987, c. 7, s. 84(F)]

82 (1) Where a bulk cargo vessel, the keel of which was laid on or after March 22, 1967 is constructed with side tunnels, the access to the side tunnels shall be from within a deckhouse or companionway on the upper deck and not through the watertight bulkhead at the forward end of the after machinery space nor through the watertight bulkhead at the forward end of the No. 1 cargo hold.
(2) Where a bulk cargo vessel, coming under inspection for the first time, is constructed with side tunnels, the requirements of subsection (1) shall be complied with, unless it is shown to the satisfaction of the Board that compliance with those requirements is impracticable.
(3) Where a bulk cargo vessel, the keel of which was laid before March 22, 1967 is constructed with side tunnels, the means of access thereto shall be to the satisfaction of the Board.

Cargo Ports and Other Large Access Openings in the Ship’s Side and Superstructure

82.1 (1) Subject to subsection (2), sections 82.2, 82.3 and 82.4 apply to every Canadian ship

(a) of which the keel is laid,
(b) of which construction of the hull is commenced,
(c) that is registered as a Canadian ship, or
(d) that is modified or converted

on or after October 1, 1981.

(2) Sections 82.2, 82.3 and 82.4 do not apply to a Canadian ship

(a) of which the keel was laid,
(b) of which construction of the hull was commenced, or
(c) that was registered as a Canadian ship

before October 1, 1981, where the Canadian ship is modified or converted on or after October 1, 1981 if, in the opinion of the Board of Steamship Inspection, it is impracticable to comply with those sections.

(3) Notwithstanding subsection (2), on or after October 1, 1982, subsections 82.2(3) and (4), 82.3(2) and 82.4(2) to (4) apply to every Canadian ship.

SOR/81-86, s. 2;
SOR/81-709, s. 1.

82.2 (1) In every ship the number of cargo ports and other access openings in the shell below the bulkhead deck shall be the minimum compatible with the design and proper working of the ship and each such opening shall be fitted with approved closing appliances so constructed as to maintain the structural and watertight integrity of the structure surrounding such opening.
(2) The lower edge of every opening referred to in subsection (1) shall not be below a line that is drawn parallel to the bulkhead deck at side and that has as its lowest point the level of the deepest operational draught at midships.

(3) Subject to subsection (4), every opening referred to in subsection (1) shall be provided with a sensing device that will activate the following indicating devices in the wheelhouse:

(a) a green light that remains continuously lit as long as the closing appliance on the opening is closed and effectively secured; and
(b) a flashing red light and associated audible alarm that operate concurrently when leakage from the opening is detected by the sensing device.

(4) Paragraph (3)(b) does not apply to an opening that is located in an accessible area of a continuously manned space.

SOR/81-86, s. 2.

82.3 (1) Where any cargo ports and other access openings above the bulkhead deck are located

(a) in the ship’s side, or
(b) at an exposed location on an enclosure and the enclosure protects any openings in the bulkhead deck that are not fitted with weathertight closing appliances,

the number of such cargo ports and other access openings shall be the minimum compatible with the design and proper working of the ship and each such opening shall be fitted with approved closing appliances so constructed as to maintain the structural and weathertight integrity of the ship’s side or that enclosure.

(2) Every opening referred to in subsection (1) that is located in the first tier of superstructures above the bulkhead deck and that has a clear opening of more than 1.5 m2 shall be provided with a sensing device that will activate a green indicator light located in the wheelhouse, which light remains continuously lit as long as the closing appliance with which the opening is fitted is closed and effectively secured.

SOR/81-86, s. 2.

82.4 (1) Every closing appliance required by section 82.2 or 82.3 shall be designed to open outwards and shall be provided with positive structural support against external pressure.
(2) A power available indicating device shall be provided to confirm the operational readiness of every sensing or indicating device required by section 82.2 or 82.3.
(3) Every sensing device and every indicating device required by section 82.2 or 82.3 shall be tested at intervals no greater than the intervals between each boat and fire drill and the master shall ensure that the particulars of each test are entered in the ship’s log.
(4) Notwithstanding the arrangements required by sections 82.2 and 82.3 and subsections (1) to (3) of this section, alternative arrangements may be made if such alternative arrangements are at least as effective as the arrangements so required.

SOR/81-86, s. 2.

Non-structural Tanks

83 The requirements for fuel oil tanks that do not form an integral part of the ship’s structure and have a capacity of more than 4 500 L are as follows:

(a) the outside plating shall be fitted with stiffeners so that the area of the unsupported flat surface of a plate whose thickness is set out in column I of an item of the table to this section does not exceed the area set out in column II of the item;

(b) the following shall be fitted to each tank, namely,

(i) wash plates, if required,
(ii) doublers or striking plates, under all sounding pipes,
(iii) in the case of riveted construction, drip trays, and
(iv) manholes whose covers are secured by 16-mm studs spaced apart at a distance of 70 mm or less, centre to centre;

(c) if drains are fitted, they shall be of the weighted-lever or other self-closing type;

(d) every air pipe to a tank shall

(i) be carried well above deck,

(ii) have an outlet that is

(A) in a safe location, and
(B) fitted with readily removable wire-gauze screens, the total area of clear opening of the screens being not less than the cross-sectional area of the air pipe, and

(iii) have a net area that

(A) in the case of a tank that can be filled by the ship’s pumps or by shore pumps, is greater than the effective area of the corresponding filling pipe by at least 25 per cent; and
(B) in any other case, is at least equal to the effective area of the corresponding filling pipe; and

(e) on completion of its fitting, every tank shall be tested in the presence of a steamship inspector by filling it with water to a head that is equal to the maximum head to which the tank will be subjected or a head of 2.44 m above the tank crown, whichever is greater.

TABLE

Column I
Column II

Item
Thickness of Plate (mm)
Unsupported Flat Surface Area (m2)

1
5.00
0.56

2
6.50
0.84

3
8.00
1.12

SOR/95-254, s. 7;
SOR/2002-220, s. 3.

Means of Escape — Applicable to Passenger and Cargo Ships

84 (1) In all ships, except where it is considered unreasonable, there shall be provided at least two means of escape, including the main entrance, from all general areas accessible to the passengers or where the crew may be quartered or normally employed; in all spaces at least one of the two means of escape shall be independent of watertight doors.
(2) The two means of escape shall be as remote from each other as practicable so as to minimize the possibility of one incident blocking both escapes.
(3) Vertical ladders and deck scuttles shall not in general be considered satisfactory as one of the required means of escape; however, where it is demonstrated that the installation of a stairway would be impracticable, a vertical ladder may be used as a second means of escape.
(4) No means shall be provided for locking doors giving access to either of the two required means of escape except that crash doors or locking devices capable of being easily forced in an emergency may be employed on condition that a permanent and conspicuous notice to that effect is attached to both sides of the door; this requirement does not apply to outside doors of deck houses where such doors are locked by key only and the key is under control of one of the ship’s officers.
(5) Stairways shall be of sufficient width having in mind the number of persons having access to such stairs for escape purposes; in the case of passenger ships, they shall in no case be less than 760 mm wide; if more than 1.52 m wide a centre rail shall be fitted; the width of the stairway shall be the inside clear width on the treads, or the clear width between rails.
(6) Dead end corridors, or the equivalent, more than 13 m in length are not permitted.
(7) All public spaces having a deck area of over 28 m2 shall have at least two exits; where practicable these exits shall have egress to different corridors, rooms or spaces to minimize the possibility of one incident blocking both exits.
(8) The stairways, corridors and doors, shall be so arranged as to permit ready and direct access to the various muster stations and lifeboat embarkation areas.
(9) Where a cabin door leads directly into a machinery space, a separate means of escape from the cabin shall be provided.
(10) Doors that give direct access into accommodation space from machinery space shall be of gas-tight construction.

SOR/95-254, s. 32.

85 (1) Plans in triplicate, showing alterations and additions proposed, shall be submitted for approval prior to the work being commenced, but drawings will not be required for repairs in kind.
(2) Repairs and alterations shall be subject to inspection by a steamship inspector.

Rails, Stanchions, Bulwarks and Freeing Ports

86 (1) In passenger ships, other than partially decked ships, when the means for preventing persons from falling overboard or from the top of a poop, bridge or deck house, etc., consists of rails and stanchions, the top of the uppermost rail shall be not less in height than 1 m above the top of the deck, but in order to provide adequate protection for children the rails shall be not more than 230 mm apart, unless strong netting is provided.
(2) Where bulwarks are fitted on any part of the freeboard deck to which passengers have access, they shall be not less than 1.22 m high; elsewhere bulwarks shall be at least 1 m high; the freeing ports in all bulwarks shall be fitted with suitable grids for the protection of persons on board.
(3) The height of the rails shall be taken as the distance measured from the top of the uppermost rail to the top of the deck at a point vertically below the inner edge of the rail, or, if the deck has a waterway, to the top of the deck plank next to the waterway.
(4) Any partial deck to which passengers have access shall be provided with guard rails or bulwarks in accordance with this section; in the open parts of such ships, and in open ships, the top of the covering board or of the wash strake, or of the upper coaming of the half deck, shall be not less than 760 mm above the flooring boards if the ship does not exceed 6.1 m in length, and not less than 915 mm if the ship is 12.2 m or over in length; for ships having lengths between 6.1 m and 12.2 m the height shall be in proportion; when the height from the top of the covering board, etc., is less than that stated above, a washboard or rail shall be fitted so that the top of the washboard or rail is at least the height required above the flooring boards.
(5) In the case of all cargo ships, rails or equivalent protection shall be installed near the periphery of all weather decks accessible to persons on board; such rails shall, except for vessels that operate within the limits of inland voyages, Class I, be in at least three courses and shall be at least 915 mm high unless it can be shown to the satisfaction of the Board that the installation of rails of such height would be unreasonable or impracticable, having regard to the business of the ship.
(6) In the case of cargo ships that operate within the limits of inland voyages, Class I, the provisions of subsection (5) apply except that rails in two courses may be fitted.
(7) In the case of ships that carry vehicles on the open deck, suitable chains, cables or other barriers shall be installed at the ends of the vehicle runways; in addition, suitable gates, rails or other devices shall be installed as a continuation of the regularly required rails.
(8) In ships of all classes suitable covers, guards or rails shall be installed in way of all exposed and dangerous places such as gears, machinery, etc.
(9) In ships of all classes, regardless of the ship’s tonnage, the requirements for bulwark freeing ports as set out in the Load Line Rules shall apply; where the length of a well exceeds seven-tenths of the length of the ship as defined in the Load Line Rules, the scale of freeing port areas may be reduced by 25 per cent.

SOR/95-254, s. 32.

87 [Repealed, SOR/95-254, s. 8]

88 [Repealed, SOR/95-254, s. 9]

Steering Gear

89 (1) This section applies to every new ship that is subject to inspection, and that had its keel laid on or after April 27, 1961.
(2) [Repealed, SOR/2002-220, s. 4]
(3) The means of attachment of the steering gear to the rudder stock shall be designed for strength at least equal to that of the rudder stock.
(4) Stops for the rudder shall be provided and strongly secured to the deck in the way of the tiller or quadrant.
(5) Every power driven main steering gear shall be provided with a device for stopping the gear before the rudder stops are reached, and this device shall be synchronized with the rudder stock or with the position of the gear rather than with the steering gear control system.

SOR/95-254, s. 10;
SOR/2002-220, s. 4.

90 (1) This section applies to every ship that is subject to inspection and that had its keel laid before April 27, 1961.

(2) Every ship shall be provided with suitable steering gear and in so far as is reasonably practicable with auxiliary steering gear consisting of

(a) relieving tackle;
(b) auxiliary power; or
(c) hand-steering gear, attached to the rudder stock independently of the main steering gear.

(3) Where the steering gear on the ships to which this section applies is replaced, the new steering gear shall be in accordance with the requirements of section 89.

SOR/95-254, s. 10.

Storm Rails

91 Suitable storm rails shall be installed in all passageways and at deck house sides where passengers or crew might have normal access; storm rails shall be installed on both sides of passageways that are 1.83 m or more in width.
SOR/95-254, s. 32.

92 In all ships that carry vehicles, the stowage arrangement of the vehicles shall be such as to provide ready escape from any vehicle in an emergency.

Passenger Launches in Excess of 15.25 m in Length

[SOR/95-254, s. 32]

93 (1) In passenger launches in excess of 15.25 m in length the propelling machinery shall be separated from the other spaces by a bulkhead or casing; such bulkhead or casing shall be of watertight construction in way of bilges and so constructed above the bilge as to serve as an efficient firebreak; the propelling machinery shall, when located in an open cockpit, be covered by a covering or casing so constructed as to serve as an efficient firebreak.
(2) Any enclosed space occupied by the propelling machinery or oil fuel tanks shall be efficiently ventilated to remove any possible accumulation of flammable or explosive vapour; to meet this requirement there shall be provided adequate inlet and outlet ventilation extending to the bilges, the inlet ventilation leading to the forward end of the space and the outlet ventilation leading to the after end of the space; in all cases the arrangement shall be to the satisfaction of a steamship inspector.
(3) Where gasoline is used as fuel, the outlet ventilation duct from the machinery space shall be fitted with an exhaust fan; the electric motor for the exhaust fan shall be situated outside the machinery space and outside the ventilation duct but, where this is not practicable, an explosion proof motor may be fitted within the machinery space but not within the ventilation duct; in any case, the switch for operating the exhaust fan shall be located outside the machinery space; a suitable notice shall be displayed at the main engine controls indicating that the main engine shall not be started until the exhaust fan has operated for a sufficient period to ensure that the machinery space has been cleared of any accumulation of flammable or explosive vapour; generally the fan shall be operated for at least five minutes before starting the main engine.

SOR/95-254, s. 32.

Markings for Fire and Other Emergency Equipment

94 (1) Such markings as are necessary for the guidance of passengers, in case of an emergency, shall be provided; in any specific case and particularly on small ships where it can be shown to the satisfaction of a steamship inspector that the prescribed markings are unnecessary, such markings may be modified or omitted.
(2) All stateroom notices, directional signs and similar items shall be printed in English or French and also in such languages as may be appropriate to the service in which the ship is engaged.
(3) Where in this section red letters are specified, letters of contrasting colour on a red background will also be accepted.

(4) The following markings shall apply to all ships to which Parts III and V apply and to cargo ships of 500 tons, gross tonnage, or over:

(a) the general alarm bell switch in the wheelhouse and in the fire control station, if also located there, shall be clearly and permanently identified by lettering on a metal plate or with a sign in red letters on a suitable background — “GENERAL ALARM”;
(b) all general alarm bells shall be identified by red lettering at least 13 mm high — “GENERAL ALARM — WHEN BELL RINGS GO TO YOUR STATION”;
(c) all carbon dioxide alarms shall be conspicuously identified — “WHEN ALARM SOUNDS — VACATE AT ONCE. CARBON DIOXIDE BEING RELEASED”;
(d) the control cabinets or spaces containing valves or manifolds for the various fire extinguishing systems shall be distinctly marked in conspicuous red letters at least 50 mm high — “STEAM FIRE APPARATUS”, “CARBON DIOXIDE FIRE APPARATUS”, “FOAM FIRE APPARATUS”, or “WATER SPRAY FIRE APPARATUS”, as appropriate;
(e) each fire hydrant shall be identified in red letters and figures at least 50 mm high “FIRE STATION NO. 1”, “2”, “3”, or whichever other number is appropriate; where the hose is not stowed in the open or behind glass so as to be readily seen, this identification shall be so placed as to be readily seen from a distance;
(f) spaces containing self-contained breathing apparatus, smoke helmets or smoke masks shall be marked “SELF-CONTAINED BREATHING APPARATUS”, “SMOKE HELMET” or “SMOKE MASK”, as appropriate;
(g) each hand portable fire extinguisher shall be marked with a number, and the location where it is stowed shall be marked with a corresponding number at least 13 mm high; where only one type and size of hand portable fire extinguisher is carried, the numbering may be omitted;
(h) all emergency lights shall be marked with a letter “E” at least 13 mm high;
(i) instructions in letters and figures at least 13 mm high shall be posted in the steering engine room, relating, in order, the different steps to be taken in changing to the emergency steering gear; each clutch, gear wheel, lever, valve or switch that is used during the changeover shall be numbered or lettered on a metal plate or painted so that the markings can be recognized at a reasonable distance; the instructions shall indicate each clutch or pin that is to be “in” or “out” and each valve or switch that is to be “opened” or “closed” in shifting to any means of steering for which the ship is equipped; instructions shall be included to line up all steering wheels and rudder amidships before changing gears.

(5) The following markings shall apply to all passenger ships:

(a) manual alarm boxes shall be clearly and permanently marked “IN CASE OF FIRE BREAK GLASS”, or equivalent action to suit the type of box; all manual alarm boxes shall be numbered in red on the adjacent bulkhead with figures at least 13 mm inch high; the number shall agree with the number of the zone;
(b) fire-detecting and manual alarm automatic sprinkler and smoke-detecting alarm bells in the engine room shall be identified by at least 25 mm red lettering “FIRE ALARM”, “SPRINKLER ALARM” or “SMOKE-DETECTING ALARM”, as appropriate; where such alarms on the bridge or in the fire control stations do not form a part of an easily identifiable alarm cabinet, the bells shall be suitably identified as described in this paragraph;
(c) all fire doors in main vertical zone bulkheads or stairway enclosures except in individual rooms such as staterooms, fan rooms, lockers, etc., shall be numbered conspicuously on an etched plate, or the equivalent, in not less than 10 mm letters and figures “F.D. 1”, “2”, “3”, or whichever other number is appropriate; if a stencilled or similar notice is used, the letters and figures shall be at least 25 mm high; the number shall be conspicuous with the door in the open position;
(d) all watertight doors in subdivision bulkheads shall be numbered conspicuously on both sides on an etched plate, or the equivalent, in not less than 10 mm letters and figures “W.T.D. 1”, “2”, “3”, or whichever other number is appropriate; if a stencilled or similar notice is used, the letters and figures shall be at least 25 mm high; if the construction is such that the number cannot be seen with the door in the open position, a similar number shall be placed on the frame or other location immediately adjacent to the door; all watertight door remote control stations shall be marked in the same manner, and in addition, the direction of operation of the lever or wheel to open and close the door shall be conspicuously marked;
(e) illuminated signs bearing the word “EXIT” in red letters shall be installed in such locations throughout the ship that from any part of the ship normally accessible to the passengers or crew, except machinery spaces, and stores and similar spaces where the crew are not normally employed, and that with all fire doors in stairway enclosures and main vertical zone bulkheads and all watertight doors closed, the direction of escape to the open deck will be apparent; individual staterooms and other similar small rooms will not be required to have such signs if, upon emerging from such rooms, the direction of escape is apparent; small rooms or spaces having a secondary means of escape which is not obviously apparent shall have a suitable sign in red letters, “EMERGENCY EXIT”, directing attention to such escape.

SOR/95-254, s. 32.

Direction Signs to Muster Stations

95 (1) Sufficient embarkation direction signs shall be installed in passageways, stairways, etc., throughout passenger ships so that from any part of the ship normally accessible to the passengers or crew, and with all fire doors in stairway enclosures and main vertical zone bulkheads and all watertight doors in subdivision bulkheads closed, the direction of the shortest route to follow to reach the muster stations will be apparent; the sign shall be in at least 25 mm letters with arrows of appropriate dimensions:
TO MUSTER STATIONS

(2) The signs near the exits to the embarkation deck shall be similar to the above, and shall indicate the muster stations nearest to the exit:
TO MUSTER STATIONS NOS. 1, 3, 5
(or 2, 4, 6, etc.)

(3) Any combination of arrows and 25 mm letters that will clearly indicate the direction to be followed will be acceptable.

SOR/95-254, s. 32.

Stateroom Notices

96 Framed notices shall be conspicuously posted in the passenger staterooms indicating the following emergency signals which may be posted separately or together:
EMERGENCY SIGNALS
ABANDON SHIP (OR MUSTER STATIONS) — MORE THAN SIX SHORT BLASTS AND ONE LONG BLAST OF THE WHISTLE SUPPLEMENTED BY THE SAME SIGNAL ON THE GENERAL ALARM BELLS.
THE OCCUPANTS OF THIS ROOM ARE ASSIGNED TO MUSTER STATION NO.  ALL PASSENGERS ARE REQUIRED TO PUT ON LIFEJACKETS AND GO TO THEIR MUSTER STATIONS WHENEVER GENERAL ALARM BELLS RING.

Automatic Ventilation Dampers

97 The manual operating positions for automatic fire dampers in ventilation ducts passing through main vertical zone bulkheads shall be identified by red letters at least 13 mm high “VENTILATION FIRE DAMPER”; in addition, the open and closed positions shall be similarly marked.
SOR/95-254, s. 32.

98 (1) Plate glass having a minimum thickness of 6 mm shall be fitted in the wheelhouse windows of all new ships certified for making

(a) home-trade voyage, Class IV;
(b) inland voyage, Class II;
(c) minor waters voyage, Class I; and
(d) minor waters voyage, Class II.

(2) In the case of a ship already certified for making the voyages specified in subsection (1), plate glass having the minimum thickness of 6 mm shall be fitted in all wheelhouse windows when replacement becomes necessary.
(3) Every new ship certified for making a voyage other than a voyage specified in subsection (1) shall have all wheelhouse windows fitted with toughened glass having a minimum thickness of 6 mm.
(4) In the case of a ship already certified for making a voyage other than a voyage specified in subsection (1), toughened glass having a minimum thickness of 6 mm shall be fitted in all wheelhouse windows when replacement becomes necessary.

SOR/95-254, s. 32.

99 [Repealed, SOR/95-254, s. 11]

PART VIII Ships Built or Converted for Towing

Interpretation

100 In this Part,

approved
approved means approved by the Board or, in the case of a ship under 30.5 m in length, approved by the steamship inspector in charge of steamship inspection for the region in which the ship is inspected; (approuvé)
bow section

bow section means the foremost

(a) one-third length of a ship, in the case of a ship 15.25 m in length or under,
(b) 5.2 m of a ship, in the case of a ship over 15.25 m but under 21.35 m in length, and
(c) one-quarter length of a ship, in the case of a ship 21.35 m in length or over; (partie avant)

breadth

breadth means the maximum breadth of a ship, measured amidships,

(a) in the case of a ship with a metal shell, to the moulded line of the frame, and
(b) in the case of a ship with a shell of a material other than metal, to the outer surface of the hull; (largeur)

certificate
certificate means a Cargo Ship Safety Construction Certificate, or an inspection certificate issued by a steamship inspector pursuant to section 319 of the Canada Shipping Act; (certificat)
clear opening
clear opening means an opening of any shape through which the largest sphere that may be passed is one of a diameter equal to the dimension specified for the opening; (ouverture libre)
engine room
engine room means all the main propelling machinery space of the ship; (chambre de machines)
existing ship
existing ship means a ship that is not a new ship; (navire existant)
exterior
exterior means in direct contact with the weather; (extérieur)
forecastle
forecastle means a continuous superstructure extending aft from the bow; (gaillard)
interior
interior means not in direct contact with the weather; (intérieur)
length
length has the same meaning as in Part VII; (longueur)
main deck
main deck means the uppermost weathertight deck extending from side to side of the ship and includes any stepped portions thereof, but does not include any part of a superstructure deck where the deck next beneath the superstructure deck extends from side to side of the ship, is weathertight and is not stepped down inside the superstructure; (pont principal)
new ship

new ship means

(a) a ship the keel of which was laid on or after April 1, 1972,
(b) a ship, other than a Canadian ship, the keel of which was laid before April 1, 1972, and that is registered or licensed in Canada on or after that date, and
(c) a ship declared by the Board to be a new ship pursuant to section 102; (navire neuf)

superstructure

superstructure means a decked weathertight structure

(a) extending from side to side of a ship, or
(b) with the side plating not being inboard of the shell plating by more than four per cent of the breadth of the ship,

the tops of the deck beams of which are not less than 1.83 m vertically above the tops of the deck beams of the deck on which the structure is set; (superstructure)

tow
tow means to pull or push any floating object; (remorquer)
watertight compartment
watertight compartment means, in respect of a ship, a space below the main deck that is enclosed by the shell, watertight bulkheads and decks, or by watertight bulkheads and decks and into which direct access from the main deck is gained by means of a hatch or entrance through which downflooding could occur; (compartiment étanche)
weathertight
weathertight means capable of preventing the passage of water from exterior space to interior space in any weather condition. (étanche aux intempéries)

SOR/95-254, ss. 12, 32.

Application of Part

101 (1) Subject to this section, this Part applies to a ship that is a steamship of more than five tons gross tonnage, built or converted for the purpose of towing, but does not apply to such a ship that, when used for towing, is used only for salvaging logs.

(2) Sections 115 to 132, 138 to 141 and 143 do not apply to an existing ship until

(a) in the case of a ship for which on April 1, 1972 there is a certificate in force, the first day on which the certificate is due for renewal; or
(b) in the case of a ship for which on April 1, 1972 there is no certificate in force, April 1, 1972.

(3) Where an existing ship requires modification to comply with any of sections 115 to 132, 138 to 141 or 143, the modification work shall

(a) begin on or before the date on which those sections come into force with respect to the ship;
(b) if not completed at the time those sections come into force with respect to the ship, be resumed at intervals, not exceeding one year, that are satisfactory to a steamship inspector; and
(c) be completed by April 1, 1976.

(4) Where the modification work referred to in subsection (3) does not begin on or before the date required by that subsection or where at any time after that date the proportion of that work completed is less than a proportion that is satisfactory to a steamship inspector, the ship shall not be used for towing until the proportion of that work completed is a proportion that is satisfactory to a steamship inspector.

102 Where an existing ship is modified and the modification work begins on or after October 1, 1971 and if, in the opinion of the Board, it is reasonable and practicable for the ship to comply with all of this Part, the Board may declare the ship to be a new ship.

Equivalents

103 Upon consideration of the class of voyage and type of operation on which an existing ship is engaged, the Board may, if it is satisfied that the standard of safety required by this Part is not lowered thereby, accept any constructional arrangement on that ship as complying with these Regulations.

Stability

104 Every new ship with openings in the main deck aft of the engine room that are capable of causing down flooding shall be designed and constructed so that, in any operating condition, positive buoyancy and stability are retained and no part of the main deck is submerged when any one watertight compartment aft of the engine room is flooded.
SOR/80-438, s. 1.

105 Subject to section 107, no ship shall be used for towing until its stability characteristics have been approved by the Board.

106 (1) Subject to section 107, the owner of a ship shall

(a) arrange for an inclining experiment to be conducted on the ship in the presence of and to the satisfaction of a steamship inspector;

(b) submit to the Board in respect of the ship the following basic stability data:

(i) hydrostatic curves,
(ii) cross curves of stability,
(iii) a capacity plan showing the capacities of all tanks and cargo spaces and the related vertical and longitudinal centres of gravity,
(iv) tank sounding tables,
(v) draught mark locations, and
(vi) the results of the inclining experiment referred to in paragraph (a); and

(c) submit to the Board, in respect of the ship, the developed stability data computed for each of the following conditions:

(i) light ship condition,
(ii) departure from port with 100 per cent fuel, fresh water and stores,
(iii) worst intact stability condition, and
(iv) arrival in port with 10 per cent fuel, fresh water and stores.

(2) The results of the experiment referred to in paragraph (1)(a) shall be taken into account when computing

(a) the developed stability data referred to in paragraph (c) of that subsection; and
(b) the stability data referred to in subsection 108(1) in the case of a new ship.

(3) The free surface effect of liquid in tanks shall be taken into account when computing a righting lever curve or a metacentric height for the purposes of

(a) the developed stability data referred to in paragraph (1)(c); and
(b) the flooded conditions referred to in paragraphs 108(1)(b) and (c).

(4) Every righting lever curve shall show the angle at which the edge of the main deck submerges.

(5) Subject to the approval of the Board,

(a) the immersed volume of any structure provided with weathertight closing appliances, or
(b) the immersed volume of any structure up to the level of the bottom of the lowest exterior opening not closed by a weathertight closing appliance,

may be taken into account when computing a righting lever curve.

(6) The owner of a ship shall provide on the ship, for the use of the master, stability information in respect of the ship in the form of a booklet approved by the Board.
(7) The Board may, on application by the owner of a ship, dispense with the inclining experiment referred to in paragraph (1)(a) in respect of the ship if the stability characteristics of a sister ship have been approved as required by section 105.

107 (1) Sections 105 and 106 do not apply to an existing ship unless

(a) the main propelling machinery of the ship is changed for machinery developing greater brake power;
(b) the main propelling machinery of the ship is changed and the difference in weight between the new and the old installation is, in the opinion of the Board, sufficient to adversely affect the stability of the ship; or
(c) the ship is modified to such an extent that, in the opinion of the Board, its stability is adversely affected.

(2) Where the Board is of the opinion that modifications made to a ship adversely affect its stability within the meaning of paragraph (1)(c), the owner of that ship shall submit such of the stability data described in section 106 as the Board may request.

SOR/95-254, s. 32(E).

108 (1) In the case of a new ship, the owner shall, subject to subsection (2), submit to the Board in respect of the ship the following stability data:

(a) the forward and aft draughts when the watertight compartment aft of the engine room that would cause the greatest reduction in freeboard is completely flooded;
(b) the metacentric height when the watertight compartment aft of the engine room that would cause the greatest reduction in the metacentric height is completely flooded; and
(c) the metacentric height when the watertight compartment aft of the engine room that would cause the greatest reduction in the metacentric height in a partly flooded condition is flooded to that condition.

(2) Subsections 106(2) to (5) apply when computing the stability data referred to in subsection (1).

Subdivision of the Hull

109 (1) In the case of a new ship, the ship shall be fitted with

(a) a collision bulkhead in an approved location; and
(b) a watertight bulkhead at the forward end and at the aft end of the main propelling machinery placed as close together as is practicable.

(2) Where the forward bulkhead of the engine room of any ship is fitted in an approved location, it may be approved as the collision bulkhead.
(3) Where, in the opinion of the Board, it is reasonable and practicable, every new ship that is propelled by steam engines shall be fitted with a watertight bulkhead between the boilers and the main engines.

Openings in Watertight Bulkheads

110 In the case of a new ship, where an access opening is fitted in the watertight boundary bulkhead of a watertight compartment referred to in section 104 or in any bulkhead referred to in section 109, the access opening shall, unless it is a tank manhole, be

(a) made as small as practicable;
(b) placed as near to the top of the bulkhead as is practicable, except in the case of an access opening between machinery spaces or to a shaft tunnel;
(c) reinforced so that the strength of the bulkhead is not reduced by the opening; and
(d) fitted with a watertight closing appliance that conforms to the requirements of section 111.

SOR/78-45, s. 1.

111 The watertight closing appliance required by paragraph 110(d) shall

(a) be an approved watertight closing appliance;
(b) in combination with the reinforcing of the opening, be at least as strong as the unpierced bulkhead;
(c) be capable of being opened and closed watertight from each side of the bulkhead and, in the case of a ship of 24.1 m in length or over, capable of being closed watertight from a position above the main deck; and

(d) be provided with a position indicator light in the wheelhouse that is

(i) actuated by the closing appliance,
(ii) lighted when the closing appliance is open,
(iii) serviced by a standby circuit and lamp that are automatically brought into operation when the normal circuit or lamp fails, and
(iv) visible by the helmsman at the main steering position.

SOR/95-254, s. 32.

112 The collision bulkhead of a ship of 15 tons, gross tonnage, or less may be fitted with a drain cock that

(a) has a straight through bore of not more than 38 mm in diameter;
(b) is self-closing;
(c) is attached directly to the collision bulkhead; and
(d) drains directly into the bilge without the addition of any piping.

SOR/95-254, s. 32.

113 Every closing appliance fitted in a watertight boundary bulkhead of a watertight compartment referred to in section 104 or in any bulkhead referred to in section 109 shall

(a) when the ship is underway except when the appliance is in use, be kept closed and fully secured;
(b) unless it is a tank manhole closure, be provided with a notice on each side of the appliance stating that the appliance is to be kept closed and fully secured when the ship is underway except when the appliance is in use; and
(c) be provided with a notice, adjacent to the position indicator light in the wheelhouse, stating that every closing appliance fitted in a watertight boundary bulkhead of a watertight compartment referred to in section 104 or in any bulkhead referred to in section 109 shall be kept closed and fully secured when the ship is underway except when the appliance is in use.

SOR/78-45, s. 2.

Crew Access Openings

114 (1) In the case of a new ship of 13.7 m in length or over, every crew access opening that gives direct access to a space below the main deck shall be an interior opening.
(2) Notwithstanding subsection (1), a crew access opening provided for emergency escape or any other crew access opening not used in the usual daily routine of the ship may be an exterior opening.

SOR/95-254, s. 32.

115 (1) Subject to subsection (3), every space usually occupied by crew when a ship is under way,

(a) in the case of a compartment below the main deck of the ship shall be provided with two crew access openings, or
(b) in the case of a structure on or above the main deck where the ship is a new ship, shall be provided with two exterior crew access openings,

and to both of such crew access openings there shall be ready access from anywhere inside the compartment or structure.

(2) The openings referred to in subsection (1) shall be so located that

(a) a single incident occurring inside or outside the compartment or structure, or
(b) a list to either side of the ship

will not prevent the use of both openings at the same time.

(3) Where the provision of two exterior crew access openings for a structure on or above the main deck of a new ship is impracticable because of the structure’s small size, the structure may, subject to approval, be provided with a single exterior crew access opening.

116 (1) Every crew access opening that gives access to a space usually occupied by crew when a ship is under way shall

(a) have a clear opening of not less than 560 mm;
(b) be free of any projections that could catch in clothing or lifejackets; and
(c) where the opening is a hatch, be provided with a fixed ladder or other means of easy access.

(2) No hatch to which this section applies shall be located where heavy towing equipment can fall across the hatch cover.

SOR/95-254, s. 32.

Closing Appliances for Crew Access Openings

117 For the purposes of sections 119 and 120,

(a) type ‘A’ closing appliance means a gasketed closing appliance of approved construction that

(i) is fitted in an opening adequately stiffened to provide strength equivalent to that of the unpierced bulkhead or deck in which it is fitted,
(ii) is attached by hinges or some other approved method,

(iii) is capable of being,

(A) in the case of a door, closed securely by clamps all around the perimeter of the door or opening, spaced a mean distance of not more than 762 mm apart, or
(B) in the case of a hatch cover, closed securely by not less than two clamps, and

(iv) provides the same weathertight integrity as the unpierced bulkhead or deck in which it is fitted; and

(b) type ‘B’ closing appliance means a close fitting closing appliance of approved construction that

(i) is fitted in an opening adequately stiffened to provide strength equivalent to that of the unpierced bulkhead or deck in which it is fitted,
(ii) is attached by hinges or some other approved method, and
(iii) is capable of being closed securely by not less than two clamps.

SOR/95-254, s. 32.

118 (1) No sliding closing appliance for a crew access opening shall be set athwartships.
(2) No closing appliance for an opening that gives access to a space usually occupied by crew when a ship is under way shall be fitted with a hasp and staple.
(3) Every closing appliance for a crew access opening that is fitted with a locking device shall be capable of being readily unlocked from inside without the use of a key.

(4) Every closing appliance for a crew access hatch shall be

(a) balanced by a spring, except where the weight of the appliance makes this provision unnecessary; and
(b) in the case of a closing appliance fitted to an opening provided for emergency escape, painted a bright orange colour inside and out and clearly marked to indicate that it is to be opened only during drills and emergencies.

(5) Every closing appliance for a crew access opening shall be capable of being secured and unsecured from both inside and outside the space to which it gives access.
(6) Where the space referred to in subsection (5) is usually occupied by crew when the ship is under way, the means for securing and unsecuring the closing appliance shall be a single action mechanism that requires only one hand to operate.

119 (1) Subject to subsection (4), every exterior crew access opening

(a) in the main deck or in a forecastle deck in the bow section, or
(b) in a structure, other than a wheelhouse, set on a deck referred to in paragraph (a) and through which flooding could occur into a space below the main deck,

shall be fitted with a type ‘A’ closing appliance.

(2) Every exterior crew access opening in a wheelhouse shall be fitted with a close fitting closing appliance of substantial construction, framing and attachment.
(3) Every hinged exterior door shall be hinged on the forward side and open outwards.
(4) In the case of an existing ship, if a type ‘B’ closing appliance is fitted to every crew access opening that gives direct access to space below the main deck from inside a structure described in subsection (1), any exterior crew access opening in that structure may be fitted with a type ‘B’ closing appliance, but, where major alterations or repairs are being made to the structure, every exterior crew access opening therein shall be fitted with a type ‘A’ closing appliance.

120 (1) Every interior crew access opening that gives direct access to a space below the main deck from inside a wheelhouse shall be fitted with a type ‘A’ closing appliance.

(2) Subject to subsection (3), every interior crew access opening that gives direct access to a space below the main deck, other than an opening described in subsection (1), shall be fitted with a closing appliance that

(a) in association with the reinforcing of the opening is of equivalent strength to the unpierced structure in which it is set;
(b) is close fitting and supported around the perimeter against external pressure;
(c) if hinged, opens outwards from the space below the main deck;
(d) if it gives access to the engine room, is self-closing and is provided with a fire protective sheathing on the engine room side; and
(e) if it gives access from an accommodation space to the engine room, is gastight.

(3) An interior crew access opening that gives direct access to a watertight accommodation space below the main deck is not required to be fitted with a closing appliance where

(a) the opening is located inside a structure in which every exterior crew access opening is fitted with a type ‘A’ closing appliance; and
(b) no part of the main deck is submerged when that accommodation space is completely flooded.

(4) Every interior door that gives access to an accommodation space and that is not required by these Regulations to be fitted with a type ‘A’ closing appliance, a type ‘B’ closing appliance or a closing appliance described in subsection (2) shall be fitted with a kick-out panel in the lower half of the door.

Stowage Hatchways and Skylights

121 (1) Every exterior stowage hatchway shall be made as small as is practicable and fitted with an approved weathertight cover.

(2) Every exterior skylight shall be

(a) of weathertight construction;
(b) made as small as is practicable;
(c) fitted with circular glass panels of an approved thickness that shall, where the skylight is located aft of the towing point, be protected on the exterior side by substantial guards; and
(d) fitted with hinged deadlights that may be readily closed when the ship is under way.

Door-sills and Coamings

122 Every crew access opening shall be provided with a door-sill or coaming that complies with section 123 and every exterior stowage hatchway and skylight shall be provided with a coaming that complies with section 125.

123 (1) In this section, freeboard plane means the plane that is parallel to the deepest load waterplane of a ship and tangent to the line of sheer taken at the level of the upper surface of the main deck, excluding any raised portions thereof, but including any sheathing.

(2) The door-sill or coaming top of every

(a) exterior crew access opening

(i) in a wheelhouse,
(ii) through which no flooding could occur into a space below the main deck, or
(iii) located on any deck, other than the part of a forecastle deck in the bow section or the main deck, and through which flooding could occur into a space below the main deck, and

(b) interior crew access opening that gives direct access from a space above the main deck to a space below the main deck

shall be not less than 150 mm above the deck outside the door-sill or coaming.

(3) Subject to subsections (4) and (5), the door-sill or coaming top of every exterior crew access opening, other than a wheelhouse door opening, located on the part of a forecastle deck in the bow section or on the main deck and through which flooding could occur into a space below the main deck shall be not less than 610 mm the deck outside the door-sill or coaming.

(4) Where a crew access opening described in subsection (3) is located on a raised portion of the main deck extending aft not more than three-quarters of the length of the ship, the height of its door-sill or coaming may

(a) in the case of a door-sill or coaming located in the part of the forward half-length of the ship not in the bow section, be reduced by 460 mm or an amount equal to one-quarter of the vertical distance between the freeboard plane and the upper surface of the deck outside the mid-point of the opening, whichever is the lesser;
(b) in the case of the door-sill of a doorway located in the aft half-length of the ship, be reduced by 460 mm or an amount that would reduce the height of the door-sill to a level 610 mm above the freeboard plane, whichever is the lesser; and
(c) in the case of the coaming of a hatch located in the aft half-length of the ship, be reduced by 305 mm or an amount that would reduce the height of the coaming top to a level 610 mm above the freeboard plane, whichever is the lesser.

(5) The door-sill or coaming top of every exterior crew access opening referred to in subsection (3) on a ship that has

(a) no sleeping accommodation on board,
(b) no accommodation of any kind below the main deck, and
(c) a type ‘A’ closing appliance fitted to every crew access opening that gives direct access to a space below the main deck

shall be not less than 150 mm above the deck outside the door-sill or coaming.

SOR/95-254, s. 32.

124 Notwithstanding section 123, where a door-sill on an existing ship does not comply with that section, a permanently attached coaming of a height prescribed for the door-sill in that section shall be fitted inside the doorway, but where major repairs to the door are required or a new door is required, the door-sill shall be altered to comply with section 123.

125 (1) Every exterior stowage hatchway and skylight on a ship shall be fitted with a coaming the top of which

(a) is 610 mm above the deck at the coaming, in the case of the coaming of an opening located on the part of a forecastle deck in the bow section or on the main deck forward of the towing point;

(b) is 305 mm above the deck outside the coaming, in the case of the coaming of an opening located on

(i) any part of a forecastle deck aft of the bow section,
(ii) any deck above the main deck, or other than a forecastle deck, and
(iii) the main deck aft of the towing point that is not opened in the usual daily routine of the ship when it is under way; and

(c) is 610 mm above the deck outside the coaming, in the case of the coaming of an opening located on the main deck aft of the towing point that is opened in the usual daily routine of the ship when it is under way.

(2) Every interior stowage hatchway on the main deck shall be provided with a coaming the top of which is not less than 150 mm above the deck outside the coaming.

SOR/95-254, s. 32.

Ventilation

126 (1) Subject to subsection (2), every ventilation opening on a ship shall be located

(a) as close to the centre line of the ship as is practicable, and
(b) as high above the main deck as is practicable,

but on no ship shall the lower edge of the opening be less than 915 mm above the main deck.

(2) The Board may approve a ventilation opening the lower edge of which is less than 915 mm above the main deck if it

(a) is self-closing when submerged; and
(b) does not ventilate the engine room.

(3) and (4) [Repealed, SOR/95-254, s. 13]

SOR/95-254, ss. 13, 32.

Windows and Sidelights

127 (1) Subject to section 128, every window frame and sidelight frame shall have a strength appropriate to the strength of the bulkhead to which it is fastened and shall be fitted

(a) in the case of a window, with toughened glass of an approved thickness, but in no case less than 6 mm thick; and
(b) in the case of a sidelight, with glass of an approved thickness.

(2) Subject to subsection (3), at least one window or sidelight that opens to give a clear opening of not less than 460 mm shall be provided in every fully enclosed cabin, messroom, galley or other accommodation space on or above the main deck that has only one crew access opening, and an exterior hand bar shall be fixed over each such window or sidelight.
(3) Where during the normal operation of a ship a window or sidelight fitted in the side of a superstructure of the ship might be in contact with another ship, no window or sidelight is required to be provided in that side of the superstructure.
(4) Subject to subsection (5), no window shall be located so that the bottom of the aperture, if the window opens, or the bottom of the glass aperture, if the window does not open, is less than 610 mm above the main deck or forecastle deck, as the case may be.
(5) The bottom of every window located in the bow section, other than a wheelhouse window, shall be not less than 2.75 m vertically above the weather deck at that location.
(6) At least one sliding window that gives a clear opening of not less than 560 mm shall be provided on each side of every wheelhouse, unless the wheelhouse has more than one exterior crew access opening and the provision of such a sliding window is not practicable.
(7) No sidelight shall be located below the main deck.

(8) Every sidelight in a structure set on the main deck or a forecastle deck that

(a) can be opened, or
(b) has a glass aperture of more than 250 mm in diameter

shall be so located that the bottom of the aperture, if the sidelight opens, or the bottom of the glass aperture, if the sidelight does not open, is at least 610 mm above the main deck or forecastle deck, as the case may be.

(9) Every sidelight in the bow section shall be fitted with an internal hinged deadlight.
(10) Every sidelight not in the bow section shall be fitted with an internal shutter attached to the frame by a keep chain or an internal hinged deadlight.
(11) Every window, other than a wheelhouse window, in a structure set on the main deck shall be fitted with a permanently attached internal shutter or hinged deadlight.
(12) Every wheelhouse window that faces forward or athwartships shall be provided with a shutter that, if it is not permanently attached, shall be kept readily available.

SOR/95-254, s. 32.

128 (1) Subsection 127(1) does not apply to an existing ship unless

(a) the glass is replaced in a window, in which case it shall be fitted with the glass required by that subsection; or
(b) a frame is replaced, in which case it shall be replaced with a frame that complies with that subsection.

(2) Subsections 127(4), (5), (7) and (8) do not apply to an existing ship, unless modifications are made to the ship and, in the opinion of the Board, it is reasonable and practicable for the ship to comply with those subsections.
(3) A window in a structure set on the main deck of an existing ship that does not comply with subsection 127(11) shall be fitted with an internal shutter attached to the frame by a keep chain.
(4) A sidelight that is located below the main deck of an existing ship and a sidelight on such a ship that does not comply with subsection 127(9) or (10) shall, where not fitted with a permanently attached deadlight, be fitted with an internal shutter attached to the frame by a keep chain.

129 [Repealed, SOR/95-254, s. 14]

Rudder Controls and Indicators

130 (1) Where the steering of a ship can be controlled from more than one position, a safeguard shall be fitted to each steering control operated by a steering lever to prevent inadvertent operation of that lever.
(2) [Repealed, SOR/95-254, s. 15]

(3) Every electrically operated rudder angle indicator shall be

(a) so constructed that, when the power supply to the rudder angle indicator system is cut off, neither amidships nor any other rudder angle is indicated; or

(b) fitted with a visual annunciator that

(i) indicates when the power supply to the rudder angle indicator system is cut off,
(ii) resets automatically when power is supplied to the rudder angle indicator system, and
(iii) is incorporated in the rudder angle indicator box or mounted separately close to the indicator.

SOR/95-254, s. 15.

Towing Equipment

131 Each steering position that is not in direct voice contact with the towing winch control position at the winch shall be connected to that control position by a two-way communication system.

132 (1) Every ship on which a towline is attached to a winch shall have at each steering position a control by means of which any tension in the towline can be reduced immediately.
(2) Every ship on which the winch can be controlled from more than one position shall be fitted with an arrangement that prevents more than one position from exercising control at any one time.
(3) Every winch control shall be fitted with a safeguard to prevent the inadvertent operation of the control.

133 (1) Every existing ship on which a towline is attached to a winch that is not fitted with the control referred to in subsection 132(1), shall be fitted with

(a) an effective winch drum brake that can be applied and released by hand without the use of a bar; and
(b) a mechanism whereby any clutch that transmits power to the winch drum can be effectively secured in the disengaged position.

(2) The arrangements that are required by subsection (1) shall, before being put into operation and at such other times as a steamship inspector may request, be demonstrated under operating conditions to a steamship inspector.

134 No towing winch shall be fitted with a ratchet device that could prevent the winch from paying out the towline.

135 Every ship on which the towline is attached to a bollard or to bitts shall have

(a) a mechanical arrangement able to sever or release the towline immediately; or
(b) an axe for cutting the towlines clearly marked to indicate its purpose and stowed near to bollard or bitts.

136 Every ship on which a towline is attached to a hook shall have at each steering position a control by means of which the towline can be released from the hook immediately.

137 An existing ship that does not comply with sections 133 to 136 shall not be used to pull a floating object.

138 (1) Every ship, the propelling machinery of which develops brake power of 373 kW or over shall, if fitted with towing pins on the counter, have such pins power operated.
(2) The control position for power operated towing pins on a ship shall be forward of the point of tow and the pins shall be clearly visible from the control position.

SOR/95-254, s. 32.

Freeing Ports

139 (1) Every bulwark forming a well on the main deck or a superstructure deck of a ship shall be provided with freeing ports.
(2) Subject to subsection (3), the minimum number of square metres in the total area of the freeing ports on each side of a well on a ship shall be determined by dividing the number of metres in the length of that well by 13.
(3) If the average height of a bulwark forming a well is less than 0.9 m, the total area of the freeing ports in the bulwark may be decreased by 0.004 m2 per metre length of bulwark for each 0.1 m by which the average height of the bulwark is less than 0.9 m.
(4) The freeing ports shall be distributed in a manner that achieves the maximum speed of drainage from the decks.
(5) Bars or shutters shall, if necessary, be fitted in each freeing port so as to restrict the clear openings to not more than 230 mm.

SOR/95-254, s. 32.

Non-skid Surfaces

140 Every working area in a ship and any exterior part of a ship on which a person may stand during the normal operation of the ship shall have a durable non-skid surface.

Exterior Storm Rails

141 (1) Every structure on the main deck of a ship around which a person must walk during the normal operation of the ship shall have storm rails attached to the exterior of the structure.

(2) Each storm rail shall be attached to a structure

(a) at the ends of the rail by fastenings attached to the inside or ends of the rail; and
(b) at intermediate points not more than 1.2 m apart by fastenings attached to the bottom of the rail.

SOR/95-254, s. 32.

Chain Lockers

142 In the case of a new ship, every anchor chain locker shall be so constructed that the chain is self-stowing.

143 An existing ship 24.4 m in length or over on which the anchor chain is not self-stowing shall have a two-way communication system between the inside of the chain locker and the windlass control position.
SOR/95-254, s. 32.

PART IX Fire Protection for Tankers and Combination Carriers

Interpretation

144 In this Part,

‘A’ Class division

‘A’ Class division means a division formed by a bulkhead or deck that is

(a) constructed of steel or an equivalent material, and
(b) stiffened so as to be capable of preventing the passage of smoke and flame when subjected to the standard fire test for a period of 60 minutes; (cloisonnement de type A)

‘A-60’ Class division

‘A-60’ Class division, ‘A-30’ Class division and ‘A-15’ Class division mean an ‘A’ Class division that is insulated with non-combustible materials so that if either face of the division is subjected to the standard fire test, the average temperature of the other face of that division will not rise more than 139°C above the original temperature and the temperature at any point, including any joint, will not rise more than 180°C above the original temperature during

(a) the first 60 minutes of that test, in the case of an ‘A-60’ Class division,
(b) the first 30 minutes of that test, in the case of an ‘A-30’ Class division, and
(c) the first 15 minutes of that test, in the case of an ‘A-15’ Class division; (cloisonnement de type A-60, cloisonnement de type A-30etcloisonnement de type A-15 )

‘A-0’ Class division
‘A-0’ Class division means an ‘A’ Class division that does not meet the insulation requirements specified in the definition ‘A-60’ Class division, ‘A-30’ Class division and ‘A-15’ Class division; (cloisonnement de type A-0)
‘A-60’ Class fire rating
‘A-60’ Class fire rating, ‘A-30’ Class fire rating, ‘A-15’ Class fire rating and ‘A-0’ Class fire rating means the thermal and integrity requirements specified in the definition ‘A-60’ Class division, ‘A-30’ Class division and ‘A-15’ Class division and in the definition ‘A-0’ Class division, as the case may be; (indice de résistance au feu de type A-60, indice de résistance au feu de type A-30, indice de résistance au feu de type A-15etindice de résistance au feu de type A-0)
accommodation space
accommodation space includes any public space, corridor, lavatory, cabin, office, crew quarters, hospital, cinema, game or hobby room, pantry, other than a pantry that contains cooking appliances, and any other similar space; (local d’habitation)
‘B’ Class division
‘B’ Class division means a division formed by a bulkhead, ceiling or lining that is constructed so as to be capable of preventing the passage of flame when subjected to the standard fire test for a period of 30 minutes; (cloisonnement de type B)
‘B-15’ Class division
‘B-15’ Class division means a ‘B’ Class division that is constructed of non-combustible materials so that if either face of the division is subjected to the standard fire test, the average temperature of the other face of that division will not rise more than 139°C above the original temperature and the temperature at any point, including any joint, will not rise more than 225°C above the original temperature during the first 15 minutes of that test; (cloisonnement de type B-15)
‘B-0’ Class division
‘B-0’ Class division means a ‘B’ Class division that does not meet the insulation requirements specified in the definition ‘B-15’ Class division; (cloisonnement de type B-0)
‘B-15’ Class fire rating
‘B-15’ Class fire rating and ‘B-0’ Class fire rating means the thermal and integrity requirements specified in the definition ‘B-15’ Class division or ‘B-0’ Class division, as the case may be; (indice de résistance au feu de type B-15etindice de résistance au feu de type B-0)
Board
Board[Revoked, SOR/90-240, s. 3]
‘C’ Class division
‘C’ Class division means a division that is constructed of non-combustible materials; (cloisonnement de type C)
cargo control station
cargo control station means a space from which a person is able to control the loading, discharging or transferring of liquid cargo; (poste de commande de la cargaison)
cargo pump room
cargo pump room means a room in which the pumps used for loading, discharging or transferring liquid cargo are located; (chambre de pompes à cargaison)
cargo space
cargo space means a space used to contain cargo and includes cargo oil tanks and trunks to a cargo space; (espace à cargaison)
combination carrier
combination carrier means a steamship that is designed to carry, in bulk, oil or, alternatively, solid cargoes; (transporteur mixte)
continuous ‘B’ Class ceiling
continuous ‘B’ Class ceiling or continuous ‘B’ Class lining means a ceiling or lining that is constructed to the standard required for a ‘B’ Class division and that terminates only at an ‘A’ Class division or ‘B’ Class division; (vaigrage continu de type Boulambrissage continu de type B)
control station

control station includes

(a) every space containing emergency sources of power and lighting,
(b) the wheelhouse, the chartroom and every space containing the main navigating equipment,
(c) every space containing the ship’s radio equipment,
(d) every fire control and recording station,
(e) the control room for propelling machinery where the control room is located outside the propelling machinery space,
(f) every space containing centralized alarm equipment, and
(g) every space containing a centralized emergency public address system station or containing centralized emergency equipment; (poste de sécurité)

dead-end corridor
dead-end corridor means a corridor or part of a corridor from which there is only one route of escape; (coursive sans issue)
deadweight
deadweight means the difference in tonnes between the weight of water of a specific gravity of 1.025 displaced by a ship loaded to the load waterline at the assigned summer freeboard and the lightweight of the ship; (port en lourd)
existing ship
existing ship means a ship that is not a new ship; (navire existant)
lightweight
lightweight means the weight in tonnes of water of a specific gravity of 1.025 displaced by a ship without cargo, fuel, lubricating oil, ballast water, fresh water or feed water in tanks, consumable stores, passengers, crew or the effects of passengers and crew; (poids lège)
low flame spread characteristics
low flame spread characteristics means, in respect of a surface or a material applied to a surface, that the surface or material restricts the spread of flame as determined in accordance with TP 439, Structural Fire Protection Standards: Testing, and Approval Procedures, published by the Department of Transport, as amended from time to time; (faible pouvoir propagateur des flammes)
machinery space
machinery space means a machinery space of Category A and any other space containing boilers, oil fuel units, steam or internal combustion engines, generators, major electrical machinery, oil filling stations, refrigerating machinery, stabilizing machinery, ventilation machinery, air conditioning machinery or propelling machinery and any similar space and includes any trunk to a machinery space; (local des machines)
machinery space of Category A

machinery space of Category A means a space that contains

(a) internal combustion type machinery that is used for main propulsion or that is used for any other purpose where such machinery has in the aggregate a total power output of not less than 373 kW, or
(b) any oil-fired boiler or oil fuel unit,

and includes any trunk to a machinery space of Category A; (local des machines de la catégorie A)

moulded depth
moulded depth means the moulded depth as defined in section 3 of Schedule I to the Load Line Regulations (Sea); (creux sur quille)
new ship

new ship means a ship

(a) the keel of which is laid or that is at a similar stage of construction on or after January 1, 1982,
(b) that is converted to a tanker or combination carrier and the conversion of which commences on or after January 1, 1982, or
(c) that has been built outside Canada and is transferred to registry in Canada on or after January 1, 1982,

except that a ship referred to in paragraph (a) or (b) shall be deemed to be an existing ship if a building or conversion contract in respect of the ship was placed before January 1, 1982 and the construction or conversion commences on or after January 1, 1982 and before January 1, 1983; (navire neuf)

non-combustible material
non-combustible material means a material that complies with the requirements of TP 439, Structural Fire Protection Standards: Testing, and Approval Procedures, published by the Department of Transport, as amended from time to time; (matériau non combustible)
not readily ignitable
not readily ignitable means, in respect of a deck-covering material, that the material complies with the requirements of TP 439, Structural Fire Protection Standards: Testing, and Approval Procedures, published by the Department of Transport, as amended from time to time; (difficilement inflammable)
oil fuel unit
oil fuel unit means the equipment that is used for the preparation of oil fuel for delivery to an oil-fired boiler or of heated oil for delivery to an internal combustion engine and, where the oil is at a gauge pressure of more than 180 kPa, includes oil pressure pumps, filters and heaters; (groupe de traitement du mazout)
primary deck covering
primary deck covering means a material permanently attached to the upper surface of a deck; (revêtement primaire de pont)
public space
public space includes any dining room, lounge and other similar permanently enclosed space; (local de réunion)
Reid vapour pressure
Reid vapour pressure[Repealed, SOR/2002-220, s. 5]
service space
service space includes any galley, pantry containing cooking appliances, laundry, locker and store-room, workshop, other than a workshop forming part of a machinery space, and any other similar space and any trunk to such space; (local de service)
stairtower
stairtower means an enclosure that provides continuous fire shelter for a stairway that penetrates more than one deck; (cage d’escalier)
steel or an equivalent material
steel or an equivalent material means steel or any material that by itself or when insulated has structural and fire integrity properties equivalent to steel; (acier ou matériau équivalent)
tanker
tanker means a steamship constructed or adapted for the carriage in bulk of liquid cargoes of a flammable nature. (navire-citerne)

SOR/78-605, s. 3;
SOR/83-521, s. 4;
SOR/90-240, s. 3;
SOR/2002-220, s. 5.



Location and Separation of Spaces

145 (1) Subject to subsections (2) and (3), every machinery space of Category A shall be

(a) positioned aft of any cargo tank or slop tank;
(b) isolated from any cargo tank or slop tank by a coffer-dam, a cargo pump room or an oil fuel bunker tank; and
(c) where it is isolated from a cargo tank or slop tank by a coffer-dam or a cargo pump room, positioned aft of such coffer-dam or cargo pump room.

(2) Subject to subsection (3), the lower portion of a cargo pump room may be recessed into a machinery space of Category A to accommodate pumps if the height of the recess is not more than one-third of the molded depth.

(3) The lower portion of a cargo pump room may be recessed into a machinery space of Category A in excess of the height set out in subsection (2) where

(a) for reasons of access and satisfactory piping arrangements the requirements of subsection (2) are impracticable;
(b) the height of the recess does not exceed one- half of the molded depth; and
(c) the ship in respect of which the cargo pump room is to be recessed is not more than 25 000 tonnes deadweight.

(4) Subject to subsection (5), every accommodation space, cargo control station, control station and service space, excluding any isolated cargo handling gear locker, shall be positioned aft of

(a) any cargo tank or slop tank; and
(b) any cargo pump room or coffer-dam that isolates a cargo tank or slop tank from a machinery space of Category A in accordance with subsection (1).

(5) The Board may permit an accommodation space, control station, machinery space, other than a machinery space of Category A, or service space to be positioned forward of any cargo tank, slop tank, cargo pump room or coffer-dam if the Board is satisfied that

(a) a standard of safety equivalent to the standard that would be established under subsection (4) will be attained; and
(b) appropriate fire extinguishing equipment will be provided.

(6) Where any space used for navigation purposes is located above a cargo tank area, that space shall be

(a) used for navigation purposes only;
(b) separated from the cargo tank deck by means of an open space of a height of not less than 2 m; and
(c) protected from fire in the same manner as a control station.

(7) Where a deck on which oil spills may occur contains any accommodation space or service space, the deck shall be fitted with a continuous coaming extending from side to side of the ship or other suitable means for keeping oil spills on deck away from such spaces.

(8) Any opening in the cargo tank area or the boundary of a superstructure or a deckhouse shall be arranged to

(a) minimize the possibility of gas entering an enclosed space containing a source of ignition; and
(b) prevent gas from accumulating in the vicinity of any deck machinery or equipment that may constitute an ignition hazard.

(9) Any source of ignition such as electrical equipment shall be arranged so as to avoid the dangers of explosion.

SOR/78-605, s. 3;
SOR/83-521, s. 4;
SOR/90-240, s. 4.

Main Structure

146 (1) Subject to subsections (2) and (3), the main hull, structural bulkheads, decks, superstructures and deckhouses shall be constructed of steel or an equivalent material.
(2) Crowns and casings of machinery spaces of Category A shall be constructed of steel.

(3) Where any part of the main structure is constructed of aluminum alloy,

(a) the insulation of aluminum alloy components of ‘A’ Class divisions, other than divisions that are non-load-bearing, shall be such that the temperature of the structural core does not rise more than 200°C above the ambient temperature at any time during the first 60 minutes of the standard fire test;
(b) the insulation of aluminum alloy components of ‘B’ Class divisions, other than divisions that are non-load-bearing, shall be such that the temperature of the structural core does not rise more than 200°C above the ambient temperature at any time during the first 30 minutes of the standard fire test; and

(c) the insulation of aluminum alloy components of pillars, stanchions and other structural members supporting lifeboat and liferaft stowage areas, launching and embarkation areas, and ‘A’ Class divisions or ‘B’ Class divisions shall

(i) with respect to those structural members supporting lifeboat and liferaft stowage areas, launching and embarkation areas, and ‘A’ Class divisions, comply with the temperature rise limitation specified in paragraph (a), and
(ii) with respect to those structural members supporting ‘B’ Class divisions, comply with the temperature rise limitation specified in paragraph (b).

SOR/78-605, s. 3;
SOR/83-521, s. 4.

Fire Integrity of Boundary Divisions

147 (1) Every bulkhead and deck that separates a cargo pump room, cargo pump room entrance or machinery space of Category A from an accommodation space, service space or control station shall be an ‘A-60’ Class division.

(2) The following exterior boundaries of a superstructure or deckhouse that encloses an accommodation space or service space shall be insulated to the same standards applicable in respect of an ‘A-60’ Class division:

(a) the whole of the boundary facing the cargo tanks;
(b) the sides within 3 m of the boundary facing the cargo tanks; and
(c) where the deck of the superstructure or deckhouse overhangs the main deck, the portion of the overhanging deck that is within 3 m of the boundary referred to in paragraph (a).

(3) [Revoked, SOR/90-240, s. 5]

SOR/78-605, s. 3;
SOR/83-521, s. 4;
SOR/90-240, s. 5.

Fire Integrity of Bulkheads and Decks

148 (1) In addition to any other requirements of this Part respecting the fire integrity of bulkheads and decks,

(a) where a bulkhead separates a space described in Column I of an item of Table I to this section from a space described in any of Columns II to XI of that table, the bulkhead shall have the applicable minimum fire rating set out in Columns II to XI for the space described in Column I of that item; and
(b) where a deck separates a space described in Column I of an item of Table II to this section from a space described in any of Columns II to XI of that table, the deck shall have the applicable minimum fire rating set out in Columns II to XI for the space described in Column I of that item.

(2) For the purposes of Tables I and II to this section, where a bulkhead or deck that is required to have a minimum ‘A’ Class fire rating is fitted with continuous ‘B’ Class linings or continuous ‘B’ Class ceilings, the Board may accept the continuous ‘B’ Class linings or continuous ‘B’ Class ceilings as contributing, in whole or in part, to the required ‘A’ Class fire rating of the bulkhead or deck.

(3) For the purposes of Tables I and II to this section,

accommodation space
accommodation space includes any accommodation space as defined in section 144 other than a corridor; (local d’habitation)
cargo pump room
cargo pump room has the same meaning as in section 144; (chambre de pompes à cargaison)
control station

control station includes

(a) every space containing emergency sources of power and lighting,
(b) the wheelhouse and chartroom,
(c) every space containing the ship’s radio equipment,
(d) every fire-extinguishing room, fire-control room and fire-recording station,
(e) the control room for propelling machinery where the control room is located outside the propelling machinery space, and
(f) every space containing centralized fire alarm equipment; (poste de sécurité)

corridor
corridor includes any lobby; (coursive)
machinery space of Category A
machinery space of Category A has the same meaning as in section 144; (local des machines de la catégorie A)
open deck
open deck includes any open deck space, any enclosed promenade that does not contain a fire risk and any space outside a superstructure or deckhouse; (pont découvert)
other machinery space
other machinery space means a machinery space as defined in section 144 but does not include a machinery space of Category A; (autre local des machines)
service space (high risk)
service space (high risk) includes any galley, pantry containing cooking appliances, paint room, lamp room, locker and store-room that has an area of 2 m or greater, and workshop, other than a workshop forming part of a machinery space; (local de service (risque élevé))
service space (low risk)
service space (low risk) includes any locker and store-room that has an area of less than 2 m, drying room and laundry; (local de service (faible risque))
stairway
stairway includes any interior stairway, lift, escalator, other than an escalator wholly within a machinery space, and enclosures thereto but any interior stairway that is enclosed only at one level shall be deemed to be part of the space from which it is not separated by a fire door. (escalier)

TABLE I
MINIMUM FIRE RATING OF BULKHEADS SEPARATING ADJACENT SPACES

Column I
Column II
Column III
Column IV
Column V
Column VI
Column VII
Column VIII
Column IX
Column X
Column XI

Space
Control Station
Corridor
Accommo-dation Space
Stairway
Service Space (Low Risk)
Machinery Space of Category A
Other Machinery Space
Cargo Pump Room
Service Space (High Risk)
Open Deck

Control Station
A-0Footnote for TABLE I MINIMUM FIRE RATING OF BULKHEADS SEPARATING ADJACENT SPACES1

A-0
A-60
A-0
A-15
A-60
A-15
A-60
A-60
Footnote for TABLE I MINIMUM FIRE RATING OF BULKHEADS SEPARATING ADJACENT SPACES*

Corridor

C
B-0

B-0
A-0Footnote for TABLE I MINIMUM FIRE RATING OF BULKHEADS SEPARATING ADJACENT SPACES2

B-0
A-60
A-0
A-60
A-0
Footnote for TABLE I MINIMUM FIRE RATING OF BULKHEADS SEPARATING ADJACENT SPACES*

Accommo­dation Space

C

B-0
A-0Footnote for TABLE I MINIMUM FIRE RATING OF BULKHEADS SEPARATING ADJACENT SPACES2

B-0
A-60
A-0
A-60
A-0
Footnote for TABLE I MINIMUM FIRE RATING OF BULKHEADS SEPARATING ADJACENT SPACES*

Stairway

B-0
A-0Footnote for TABLE I MINIMUM FIRE RATING OF BULKHEADS SEPARATING ADJACENT SPACES2

B-0
A-0Footnote for TABLE I MINIMUM FIRE RATING OF BULKHEADS SEPARATING ADJACENT SPACES2

A-60
A-0
A-60
A-0
Footnote for TABLE I MINIMUM FIRE RATING OF BULKHEADS SEPARATING ADJACENT SPACES*

Service Space (Low Risk)

C
A-60
A-0
A-60
A-0
Footnote for TABLE I MINIMUM FIRE RATING OF BULKHEADS SEPARATING ADJACENT SPACES*

Machinery Space of Category A

Footnote for TABLE I MINIMUM FIRE RATING OF BULKHEADS SEPARATING ADJACENT SPACES*
A-0
A-0Footnote for TABLE I MINIMUM FIRE RATING OF BULKHEADS SEPARATING ADJACENT SPACES3

A-60
Footnote for TABLE I MINIMUM FIRE RATING OF BULKHEADS SEPARATING ADJACENT SPACES*

Other Machinery Space

A-0Footnote for TABLE I MINIMUM FIRE RATING OF BULKHEADS SEPARATING ADJACENT SPACES4

A-0
A-0
Footnote for TABLE I MINIMUM FIRE RATING OF BULKHEADS SEPARATING ADJACENT SPACES*

Cargo Pump Room

Footnote for TABLE I MINIMUM FIRE RATING OF BULKHEADS SEPARATING ADJACENT SPACES*
A-60
Footnote for TABLE I MINIMUM FIRE RATING OF BULKHEADS SEPARATING ADJACENT SPACES*

Service Space (High Risk)

A-0Footnote for TABLE I MINIMUM FIRE RATING OF BULKHEADS SEPARATING ADJACENT SPACES4

Footnote for TABLE I MINIMUM FIRE RATING OF BULKHEADS SEPARATING ADJACENT SPACES*

Open Deck



Notes

Return to footnote 1.Bulkheads separating the wheelhouse, chartroom and radio room from each other may have a ‘B-0’ Class fire rating.
Return to footnote 2.See sections 170 and 171 for specific requirements.
Return to footnote 3.Bulkheads separating cargo pump rooms and machinery spaces of Category A may be penetrated by cargo pump shaft glands and similar glanded penetrations if gas-tight seals with efficient lubrication or other means of ensuring the permanence of the gas-tight seals are fitted in way of the bulkhead.
Return to footnote 4.A bulkhead of the rating shown is only required where the adjacent space is used for a different purpose. For example, a galley adjacent to a galley does not require an ‘A-0’ Class bulkhead but a galley adjacent to a paint room requires an ‘A-0’ Class bulkhead.
Return to footnote *Where an asterisk appears in the table, the bulkhead shall be constructed of steel or an equivalent material but the bulkhead is not required to have an ‘A’ Class fire rating.

TABLE II
MINIMUM FIRE RATING OF DECKS SEPARATING ADJACENT SPACES

Column I
Column II
Column III
Column IV
Column V
Column VI
Column VII
Column VIII
Column IX
Column X
Column XI

Space
Control Station
Corridor
Accommodation Space
Stairway
Service Space (Low Risk)
Machinery Space of Category A
Other Machinery Space
Cargo Pump Room
Service Space (High Risk)
Open Deck

Control Station
A-0
A-0
A-0
A-0
A-0
A-60
A-0

A-0
Footnote for TABLE II MINIMUM FIRE RATING OF DECKS SEPARATING ADJACENT SPACES*

Corridor
A-0
Footnote for TABLE II MINIMUM FIRE RATING OF DECKS SEPARATING ADJACENT SPACES*
Footnote for TABLE II MINIMUM FIRE RATING OF DECKS SEPARATING ADJACENT SPACES*
A-0
Footnote for TABLE II MINIMUM FIRE RATING OF DECKS SEPARATING ADJACENT SPACES*
A-60
A-0

A-0
Footnote for TABLE II MINIMUM FIRE RATING OF DECKS SEPARATING ADJACENT SPACES*

Accommo­dation Space
A-60
A-0
Footnote for TABLE II MINIMUM FIRE RATING OF DECKS SEPARATING ADJACENT SPACES*
A-0
Footnote for TABLE II MINIMUM FIRE RATING OF DECKS SEPARATING ADJACENT SPACES*
A-60
A-0

A-0
Footnote for TABLE II MINIMUM FIRE RATING OF DECKS SEPARATING ADJACENT SPACES*

Stairway
A-0
A-0
A-0
A-0
A-0
A-60
A-0

A-0
Footnote for TABLE II MINIMUM FIRE RATING OF DECKS SEPARATING ADJACENT SPACES*

Service Space (Low Risk)
A-15
A-0
A-0
A-0
A-0
A-60
A-0

A-0
Footnote for TABLE II MINIMUM FIRE RATING OF DECKS SEPARATING ADJACENT SPACES*

Machinery Space of Category A
A-60
A-60
A-60
A-60
A-60
Footnote for TABLE II MINIMUM FIRE RATING OF DECKS SEPARATING ADJACENT SPACES*
A-60
A-0
A-60
Footnote for TABLE II MINIMUM FIRE RATING OF DECKS SEPARATING ADJACENT SPACES*

Other Machinery Space
A-15
A-0
A-0
A-0
A-0
A-0
Footnote for TABLE II MINIMUM FIRE RATING OF DECKS SEPARATING ADJACENT SPACES*
A-0
A-0
Footnote for TABLE II MINIMUM FIRE RATING OF DECKS SEPARATING ADJACENT SPACES*

Cargo Pump Room





A-0Footnote for TABLE II MINIMUM FIRE RATING OF DECKS SEPARATING ADJACENT SPACES1

A-0
Footnote for TABLE II MINIMUM FIRE RATING OF DECKS SEPARATING ADJACENT SPACES*

Footnote for TABLE II MINIMUM FIRE RATING OF DECKS SEPARATING ADJACENT SPACES*

Service Space (High Risk)
A-60
A-0
A-0
A-0
A-0
A-60
A-0

A-0Footnote for TABLE II MINIMUM FIRE RATING OF DECKS SEPARATING ADJACENT SPACES2

Footnote for TABLE II MINIMUM FIRE RATING OF DECKS SEPARATING ADJACENT SPACES*

Open Deck
Footnote for TABLE II MINIMUM FIRE RATING OF DECKS SEPARATING ADJACENT SPACES*
Footnote for TABLE II MINIMUM FIRE RATING OF DECKS SEPARATING ADJACENT SPACES*
Footnote for TABLE II MINIMUM FIRE RATING OF DECKS SEPARATING ADJACENT SPACES*
Footnote for TABLE II MINIMUM FIRE RATING OF DECKS SEPARATING ADJACENT SPACES*
Footnote for TABLE II MINIMUM FIRE RATING OF DECKS SEPARATING ADJACENT SPACES*
Footnote for TABLE II MINIMUM FIRE RATING OF DECKS SEPARATING ADJACENT SPACES*
Footnote for TABLE II MINIMUM FIRE RATING OF DECKS SEPARATING ADJACENT SPACES*
Footnote for TABLE II MINIMUM FIRE RATING OF DECKS SEPARATING ADJACENT SPACES*
Footnote for TABLE II MINIMUM FIRE RATING OF DECKS SEPARATING ADJACENT SPACES*


Notes

Return to footnote 1.Decks separating cargo pump rooms and machinery spaces of Category A may be penetrated by cargo pump shaft glands and similar glanded penetrations if gas-tight seals with efficient lubrication or other means of ensuring the permanence of the gas-tight seals are fitted in way of the deck.
Return to footnote 2.A deck of the rating shown is only required where the adjacent space is used for a different purpose. For example, a galley adjacent to a galley does not require an ‘A-0’ Class deck but a galley adjacent to a paint room requires an ‘A-0’ Class deck.
Return to footnote *Where an asterisk appears in the table, the deck shall be constructed of steel or an equivalent material but the deck is not required to have an ‘A’ Class fire rating.

SOR/78-605, s. 3;
SOR/83-521, s. 4.

149 (1) Every bulkhead required by Table I to section 148 to have a ‘B-0’ Class fire rating shall extend from deck to deck and to the shell or other boundaries unless the bulkhead terminates at a continuous ‘B’ Class ceiling or continuous ‘B’ Class lining.
(2) Where the external boundaries of the main hull and superstructures required by subsection 146(1) to be constructed of steel or an equivalent material are not required to have an ‘A’ Class fire rating, those external boundaries may be pierced for the fitting of doors, windows and sidescuttles.

(3) To avoid the risk of heat transmission at intersections and terminal points of thermal barriers, the insulation of the bulkhead or deck having the higher fire rating shall be extended at least

(a) 380 mm beyond the intersection or terminal point if the bulkhead or deck is constructed of steel; or
(b) 450 mm beyond the intersection or terminal point if the bulkhead or deck is constructed of aluminum.

SOR/78-605, s. 3;
SOR/83-521, s. 4;
SOR/90-240, s. 6.

Details of Construction

150 (1) All linings, ceilings, draught stops and associated grounds in accommodation spaces, service spaces and control stations shall be made of non-combustible materials.
(2) Subject to subsections (3) and (4), all insulation shall be composed of non-combustible materials.
(3) Insulation in cargo spaces or refrigerated compartments of service spaces may be composed of combustible materials.
(4) Vapour barriers, adhesives used in conjunction with insulation and insulation on pipe fittings for cold service systems may be made of combustible materials if they are kept to the minimum quantity practicable and their exposed surfaces have low flame spread characteristics.

SOR/78-605, s. 3;
SOR/80-438, s. 2;
SOR/83-521, s. 4;
SOR/90-240, s. 7.

151 (1) Subject to subsection (2), no non-combustible bulkhead, lining or ceiling fitted in an accommodation space or service space shall have a combustible veneer exceeding 2 mm in thickness.
(2) No non-combustible bulkhead, lining or ceiling fitted in a corridor, stairway enclosure or control station shall have a combustible veneer exceeding 1.5 mm in thickness.

SOR/78-605, s. 3;
SOR/83-521, s. 4.

152 Every air space enclosed behind a ceiling, panel or lining within an accommodation space, service space or control station shall be

(a) divided by close fitting draught stops spaced not more than 14 m apart; and
(b) closed in a vertical direction at each deck.

SOR/78-605, s. 3;
SOR/83-521, s. 4.

153 (1) All surfaces, including their grounds, in concealed or inaccessible spaces in accommodation spaces, service spaces and control stations, all exposed surfaces in corridors and stairway enclosures and all exposed surfaces of ceilings in accommodation spaces, service spaces and control stations shall have low flame spread characteristics.
(2) Any paint, varnish or other finish used on an interior surface in an accommodation space, service space, control station or machinery space shall have low flame spread characteristics and shall not produce, when on fire, excessive quantities of smoke or any toxic fumes.
(3) The surface of the insulation on an interior boundary of a machinery space of Category A shall be impervious to oil and oil vapours.

SOR/78-605, s. 3;
SOR/80-438, s. 3;
SOR/83-521, s. 4.

154 (1) All electric radiators shall be fixed in position and constructed so as to reduce the risk of fire to a minimum.
(2) Every element in an electric radiator shall be fitted in such manner that no part of the element can scorch or set on fire clothing, curtains or any similar materials.

SOR/78-605, s. 3;
SOR/83-521, s. 4.

155 No cellulose-nitrate based film shall be used in cinematograph installations.

SOR/78-605, s. 3;
SOR/83-521, s. 4.

156 All primary deck coverings in accommodation spaces, service spaces and control stations shall be in accordance with TP 439, Structural Fire Protection Standards: Testing and Approval Procedures, as amended from time to time, and shall not be readily ignitable.

SOR/78-605, s. 3;
SOR/80-438, s. 4;
SOR/83-521, s. 4;
SOR/95-254, s. 16.

157 Where an ‘A’ Class division or ‘B’ Class division is penetrated for the passage of electrical cables, pipes, trunks or ducts or for the fitting of ventilation terminals, lighting fixtures or similar devices, arrangements shall be made to ensure that the fire resistance of the division is not thereby impaired and that such devices comply with the requirements of Schedule D to TP 2237, Equivalent Standards for Fire Protection of Passenger Ships, published in 1979 by the Ship Safety Branch of the Department of Transport.

SOR/78-605, s. 3;
SOR/83-521, s. 4.

158 (1) Every door in an “A” Class division or “B” Class division shall be in accordance with TP 439, Structural Fire Protection Standards: Testing and Approval Procedures, as amended from time to time, and shall have a fire rating that is at least equal to the fire rating of the division in which the door is fitted.
(2) Every door in a machinery space that gives direct access into an accommodation space shall be self-closing and of gas-tight construction.
(3) No door that is required under this Part to be self-closing shall be fitted with a hold-back hook but such doors may be fitted with a hold-back system of a fail-safe type that is capable of being released at the door and from the wheelhouse.
(4) Doors having a ‘B’ Class fire rating fitted in corridor bulkheads may have ventilation openings but stairway enclosure doors shall not have such openings.

SOR/78-605, s. 3;
SOR/83-521, s. 4;
SOR/95-254, s. 17.

159 All interior stairways other than those within machinery spaces shall have a minimum width of 760 mm and an angle of inclination not exceeding 50 degrees.

SOR/78-605, s. 3;
SOR/83-521, s. 4.

Protection of Openings in Fire Resisting Divisions

160 Sections 161 to 164 apply in respect of any opening in the following portions of a superstructure or deckhouse:

(a) the boundary facing the cargo tanks; and
(b) the sides within 5 m of the boundary facing the cargo tanks.

SOR/78-605, s. 3;
SOR/83-521, s. 4.

161 No doors shall be fitted within an area described in section 160 except

(a) doors to spaces not having access to accommodation spaces, service spaces or control stations where the boundaries of those spaces are insulated to the same standards applicable in respect of an ‘A-60’ Class division; and
(b) navigating bridge doors where they are so designed that a rapid and efficient gas and vapour tightening of the navigating bridge can be ensured.

SOR/78-605, s. 3;
SOR/83-521, s. 4.

162 No windows shall be fitted in a wheelhouse within an area described in section 160 unless they are designed to ensure a rapid and efficient gas and vapour tightening of the wheelhouse.

SOR/78-605, s. 3;
SOR/83-521, s. 4.

163 (1) Every port light and window within an area described in section 160, except those in a wheelhouse, shall be of a non-opening type.
(2) Every port light in the first tier of the main deck within an area described in section 160 shall be fitted with an inside cover constructed of steel or an equivalent material.

SOR/78-605, s. 3;
SOR/83-521, s. 4.

164 Bolted plates for removal of machinery may be fitted within an area described in section 160.

SOR/78-605, s. 3;
SOR/83-521, s. 4.

165 (1) Every penetration in a bulkhead or deck that separates a machinery space of Category A from a cargo pump room shall be contructed so that the fire integrity of the penetration is at least equivalent to that of an ‘A-0’ Class division.
(2) Every door in the casing bulkhead of a machinery space of Category A shall be of a self-closing type.

SOR/78-605, s. 3;
SOR/83-521, s. 4.

166 Every permanent lighting enclosure fitted in a cargo pump room shall be gas-tight and maintain the fire integrity of the bulkhead.

SOR/78-605, s. 3;
SOR/83-521, s. 4;
SOR/95-254, s. 18.



167 Every skylight in a machinery space of Category A or cargo pump room shall be made of steel and be capable of being easily closed from outside the space or room that it serves.

SOR/78-605, s. 3;
SOR/83-521, s. 4.

168 (1) No window shall be fitted in the boundaries of a machinery space of Category A or of a cargo pump room.
(2) Except in the case of a wheelhouse, no window shall be fitted in a bulkhead that bounds a control station unless the control station is located entirely within a machinery space.

SOR/78-605, s. 3;
SOR/83-521, s. 4.

169 No window or port light shall be fitted in a skylight that is fitted in a machinery space of Category A or cargo pump room.

SOR/78-605, s. 3;
SOR/83-521, s. 4.

Protection of Stairways and Elevator Trunks in Accommodation Spaces, Service Spaces and Control Stations

170 (1) Every stairway that is located in an accommodation space, service space or control station and that penetrates only a single deck shall be protected at one level by at least ‘B-0’ Class fire rating divisions and self-closing fire doors.

(2) Every stairway that is located in an accommodation space, service space or control station and that penetrates more than a single deck shall be enclosed in a stairtower of at least ‘A-0’ Class fire rating contruction and have self-closing fire doors fitted at every level but the stairtower may be of ‘B-0’ Class fire rating construction if

(a) there are at least two escapes giving direct access to the open deck at every accommodation level; and
(b) the ship has accommodation for not more than 12 persons.

(3) All stairways, including stringers, treads and risers in accommodation spaces, service spaces and control stations shall be constructed of steel.

SOR/78-605, s. 3;
SOR/83-521, s. 4.

171 Elevator trunks in accommodation spaces, service spaces and control stations shall be of at least ‘A-0’ Class fire rating construction and have self-closing fire doors fitted at every level.
SOR/83-521, s. 4.

172 Every door in a stairway or elevator trunk within an accommodation space, service space or control station shall be in accordance with TP 439, Structural Fire Protection Standards: Testing and Approval Procedures, as amended from time to time, and shall have a fire rating that is at least equal to the fire rating of the bulkhead in which the door is fitted.

SOR/83-521, s. 4;
SOR/95-254, s. 19.

Means of Escape

173 (1) All accommodation spaces and spaces in which the crew is normally employed, other than machinery spaces, shall have at each deck level at least two separate means of escape that comply with the following requirements:

(a) the two means of escape shall be separated as far from each other as is practicable so as to minimize the possibility that both means of escape could be blocked at the same time as a result of one incident;
(b) at least one means of escape shall be independent of watertight doors;
(c) in the case of decks below the uppermost continuous deck, one means of escape shall be a stairway and the other means of escape shall be either a trunk or a stairway and both means of escape shall give direct access to a means of escape on the deck above;
(d) in the case of the uppermost continuous deck and decks above that deck, each means of escape shall be either a stairway, a door or a combination of both and both means of escape shall give direct access to an open deck and thence to lifeboats or liferafts; and
(e) where stairways are used as a required means of escape, they shall be of sufficient width having regard to the number of persons who have access to such stairways for escape purposes.

(2) Notwithstanding subsection (1), a vertical ladder may be used as a second means of escape in place of a stairway if it is demonstrated to the Board that the installation of the stairway is impracticable.
(3) Elevators shall not form part of either of the two means of escape referred to in subsection (1).

SOR/83-521, s. 4.

174 (1) Subject to subsections (2) and (3), doors that give access to either of the two means of escape referred to in subsection 173(1) shall not be fitted with locking devices of any kind.
(2) A crash panel or locking device may be fitted to a door that gives access to either of the two means of escape referred to in subsection 173(1) if the crash panel or locking device is capable of being easily forced in an emergency and a notice that sets out the manner of opening the door in an emergency is permanently attached in a conspicuous place on each side of the door.
(3) An outside door of a deckhouse may be fitted with a lock if the lock is operated by a key only and the key is under the control of one of the ship’s officers.

SOR/83-521, s. 4.

175 Dead-end corridors shall not be greater than 7 m in length.
SOR/83-521, s. 4.

176 Any radio room that has no direct access to an open deck shall have at least two means of access to or egress from the room of sufficient size for an emergency escape but only one of those means of access or egress may be a porthole or window.
SOR/83-521, s. 4.

177 No cabin shall have direct access into a machinery space.
SOR/83-521, s. 4.

178 Any public space that has a deck area greater than 28 m2 shall have at least two exits and, where practicable, the exits shall have egress to different corridors, rooms or spaces so as to minimize the possibility that both exits could be blocked at the same time as a result of one incident.
SOR/83-521, s. 4.

179 (1) Where an accommodation space is located in an enclosed poop or forecastle and the means of access to the space is located only at one end bulkhead, an emergency escape hatch shall be located at the other end of the space to provide a means of escape to an open deck above.
(2) Hatches and scuttles provided for emergency escape shall be marked as such and painted orange and shall be capable of being operated from both sides.

SOR/83-521, s. 4.

180 (1) All interior escape routes shall be clearly marked as escape routes.
(2) An emergency lighting system shall be fitted in corridors and stairways that are used for emergency escape routes and that lead to exits or emergency escape hatches or scuttles.
(3) A diagram that shows clearly all escape routes to the open deck and the location of nearby firefighting equipment shall be permanently attached to a conspicuous place near the exit in each cabin, messroom and lounge and in any space occupied by the crew while normally employed.

SOR/83-521, s. 4.

181 (1) Each machinery space, other than a machinery space of Category A, shall have at least two separate means of escape that

(a) consist of two steel ladders separated as far from each other as is practicable; and
(b) lead to similarly separated doors in the upper part of the machinery space that provide access to an open deck or to a means of escape on the deck above.

(2) Each machinery space of Category A shall have at least two separate means of escape that consist of

(a) two steel ladders, one of which is enclosed in a continuous steel shelter insulated to an ‘A-60’ Class fire rating with a self-closing fire door fitted at the lower end of the shelter, that

(i) are separated as far from each other as is practicable, and
(ii) lead to similarly separated doors in the upper part of the machinery space that provide access to an open deck; or

(b) a steel ladder leading to a door in the upper part of the machinery space that provides access to an open deck and a steel door in the lower part of the machinery space, but in a position well separated from the ladder, that

(i) is capable of being opened from each side of the door, and
(ii) provides access to a safe escape route leading to an open deck.

SOR/83-521, s. 4.

Ventilation Systems

182 (1) Subject to subsection (2), ventilation ducts shall be made of non-combustible materials.

(2) A ventilation duct may be made of restricted-fire-risk combustible materials in accordance with TP 439, Structural Fire Protection Standards: Testing and Approval Procedures, as amended from time to time, if the duct

(a) does not exceed 2 m in length and 200 cm2 in cross-section;
(b) is not located closer than 600 mm from any penetration of an ‘A’ Class division, ‘B’ Class division or ‘A’ or ‘B’ Class ceiling, measured from the point of the duct that is closest to such penetration; and
(c) is used only at the terminal end of the ventilation system of which it is a part.

SOR/83-521, s. 4;
SOR/90-240, s. 8;
SOR/95-254, s. 20.

183 (1) Where a ventilation duct greater than 0.075 m2 in cross-section passes through an ‘A’ Class division, the duct shall be fitted with a fire damper that is

(a) of the fail-safe automatic closing type;
(b) capable of being closed manually from both sides of the division; and
(c) fitted with an indicator that shows whether the damper is open or closed.

(2) Where a ventilation duct passes through a space that is enclosed by ‘A’ Class divisions but does not serve that space and the duct does not have a fire rating at least equal to that of the division that it pierces, the duct shall be fitted at each point at which the duct pierces a division with a fire damper described in subsection (1).

SOR/83-521, s. 4.

184 (1) Subject to subsection (2), no duct provided for the ventilation of a machinery space of Category ‘A’ or galley shall pass through an accommodation space, service space or control station unless the duct is

(a) constructed of steel that,

(i) in the case of a duct that has a diameter or width of 300 mm or less, has a thickness of at least 3 mm,
(ii) in the case of a duct that has a diameter or width greater than 760 mm, has a thickness of at least 5 mm, or
(iii) in the case of a duct that has a diameter or width greater than 300 mm but not greater than 760 mm, has a thickness determined by interpolation;

(b) suitably supported and stiffened; and
(c) insulated to an ‘A-60’ Class fire rating throughout the accommodation space, service space or control station.

(2) A duct provided for the ventilation of a machinery space of Category A or galley may pass through an accommodation space, service space or control station if the duct is

(a) constructed of steel;

(b) fitted close to every boundary penetrated with a fire damper that is

(i) of the fail-safe automatic closing type, and
(ii) capable of being manually operated from either side of the division; and

(c) insulated to an ‘A-60’ Class fire rating from the machinery space or galley to a point at least 5 m beyond each fire damper.

SOR/83-521, s. 4.

185 (1) Subject to subsection (2), no duct provided for the ventilation of an accommodation space, service space or control station shall pass through a machinery space of Category A or galley unless the duct is

(a) constructed of steel in accordance with the requirements of subsection 184(1);
(b) suitably supported and stiffened; and

(c) fitted close to every boundary penetrated with a fire damper that is

(i) of the fail-safe automatic closing type, and
(ii) capable of being manually operated from either side of the division.

(2) A duct provided for the ventilation of an accommodation space, service space or control station may pass through a machinery space of Category A or galley if the duct is

(a) constructed of steel; and
(b) insulated to an ‘A-60’ Class fire rating where it passes through the machinery space or galley.

SOR/83-521, s. 4.

186 Where an exhaust duct from a galley range passes through an accommodation space or space containing combustible materials, the duct shall be insulated to an ‘A’ Class fire rating and shall be fitted with

(a) a grease trap that is readily removable for cleaning;
(b) a fire damper located in the lower end of the duct;
(c) a device, operable from within the galley, for shutting off the exhaust fan; and
(d) a fixed means for extinguishing a fire within the duct.

SOR/83-521, s. 4.

187 (1) Subject to subsection (4), every control station shall have adequate ventilation so that, in the event of a fire outside the control station, the equipment contained therein may continue to function effectively and may continue to be supervised.
(2) Subject to subsection (4), every control station situated below decks and outside machinery spaces shall have a ventilation system that consists of at least two independent means of air supply having their inlets so positioned that the risk of drawing in smoke simultaneously is minimized.
(3) The ventilation system referred to in subsection (2) shall be fitted with devices for closing each ventilator from within the control station.
(4) Subsections (1) to (3) do not apply in respect of control stations located on and opening onto an open deck or where local closing arrangements are equally effective.

SOR/83-521, s. 4.

188 (1) The main inlets and outlets of all ventilation systems shall be capable of being closed from outside the spaces served by the system.
(2) Subject to subsection (3), the power ventilation of accommodation spaces, service spaces, cargo spaces, control stations and machinery spaces shall be capable of being stopped from at least one place outside the space and such place shall be easily accessible and not readily isolated in the event of a fire in the space.
(3) The means provided for stopping the power ventilation of machinery spaces shall be separate from the means provided for stopping the power ventilation of other spaces.

SOR/83-521, s. 4.

189 (1) Subject to subsection (2), every ventilation inlet and outlet in a superstructure or deckhouse or leading to or from a machinery space shall be located as far aft as is practicable.
(2) Where a ship is designed to load or discharge cargo at the stern, every ventilation inlet and outlet of the ship referred to in subsection (1) shall be located in a place satisfactory to the Board.

SOR/83-521, s. 4.

190 (1) Every cargo pump room shall be fitted with a suction type mechanical ventilation system that

(a) has a capacity sufficient to provide at least 20 air changes per hour based on the gross volume of the space of the room and sufficient to minimize the possibility of flammable vapours accumulating in the room;
(b) is arranged so as to effectively ventilate the complete space of the room and to permit extraction of air from the vicinity of the pump room bilges immediately above the transverse floor plates or bottom longitudinals;

(c) has an emergency intake that is

(i) placed in the ventilation ducting at a height of approximately 2 m above the lower platform of the room, and
(ii) fitted with a fire damper that is capable of being opened and closed from the weather deck or the lower platform of the room;

(d) provides a means of ensuring a free flow of gases through the lower platform of the room to the ventilation ducting intakes; and
(e) is constructed and arranged so as to prevent the risk of sparks.

(2) The air, gases and vapours extracted from the cargo pump room by the ventilation system referred to in subsection (1) shall be discharged from the system at a safe place on an open deck.

SOR/83-521, s. 4.

191 (1) Any opening in the cargo tank deck from which gas emission can occur shall be arranged and positioned in a manner that minimizes the possibility of

(a) gas being collected in the vicinity of deck machinery and equipment that may constitute an ignition hazard; and
(b) gas being admitted into enclosed spaces that contain a source of ignition.

(2) For the purposes of subsection (1), the height of the opening above the deck and the discharge velocity of the gas shall be determined having regard to the distance of any outlet from any deckhouse opening or source of ignition.

SOR/83-521, s. 4.

Piping

192 (1) Pipes that penetrate ‘A’ Class divisions or ‘B’ Class divisions and pipes through which combustible liquids flow shall be made of steel or an equivalent material.
(2) Pipes that are used for overboard discharges or sanitary discharges and outlets that are close to the waterline shall be made of materials that are not readily rendered ineffective by heat and that will not give rise to the danger of flooding upon failure of the pipe or outlet in the event of fire.

SOR/83-521, s. 4;
SOR/90-240, s. 9.

Automatic Fire Detection and Alarm System

193 Every tanker and combination carrier referred to in subsection 3(9) shall be fitted with an automatic fire detection and alarm system that is capable of detecting either an abnormal air temperature or an abnormal concentration of smoke.
SOR/83-521, s. 4.

194 (1) Every cabin, corridor, stairway and service space shall be fitted with a fire detector that is operated by an abnormal concentration of smoke.
(2) Every public room, galley and pantry containing cooking appliances shall be fitted with a fire detector that is operated by an abnormal air temperature.
(3) The fire detectors referred to in subsections (1) and (2) shall comply with the Fire Detection and Extinguishing Equipment Regulations.

SOR/83-521, s. 4.

Storage of Fire Extinguishing Medium

195 (1) Where a fire extinguishing medium is stored outside the space protected by the medium, it shall be stored in a room situated in a safe, readily accessible and effectively ventilated location.
(2) All entrances to the storage room referred to in subsection (1) shall be independent of the protected space and shall be from the open deck.
(3) Access doors to the storage room referred to in subsection (1) shall open outward.
(4) Bulkheads, decks and doors or other means of closing any openings in the storage room referred to in subsection (1) that form the boundaries between the storage room and adjoining enclosed spaces shall be gas-tight.
(5) For the purpose of the application of Tables I and II to section 148, the storage room referred to in subsection (1) shall be deemed to be a control station.

SOR/83-521, s. 4.

Special Arrangements in Machinery Spaces

196 (1) The number of skylights, openings in funnels, doors and ventilators used for ventilating a machinery space shall be kept or reduced to the minimum consistent with the need for ventilation and the proper and safe working of the ship.
(2) Skylights fitted in machinery spaces shall be made of steel and shall not be fitted with port lights or windows.
(3) Windows shall not be fitted in machinery space boundaries but may be fitted in control rooms within a machinery space.

(4) Means of control shall be provided for

(a) opening and closing skylights;
(b) closing openings in funnels that normally allow exhaust ventilation;
(c) closing ventilator dampers;
(d) closing openings that permit the release of smoke; and
(e) stopping ventilating fans.

(5) The means of control referred to in subsection (4) shall be located in a place that is outside the machinery space that they serve so that they will not be isolated in the event of a fire in that space.

SOR/83-521, s. 4.

Location and Arrangement of Oil Fuel Tanks

197 (1) Except where it is not practicable to do so, oil fuel tanks shall be made part of the ship’s structure but shall not be located adjacent to or within machinery spaces of Category A.
(2) [Repealed, SOR/2002-220, s. 6]

SOR/83-521, s. 4;
SOR/95-254, s. 21;
SOR/2002-220, s. 6.

Fire Control Plans

198 (1) Every ship shall have on board

(a) a fire control plan that is permanently exhibited, for the guidance of the ship’s officers, near the place from which the ship is normally navigated and that

(i) shows clearly for each deck the location of all

(A) ‘A’ Class divisions and ‘B’ Class divisions,
(B) control stations,
(C) fire doors, watertight doors and every other means of entry or exit from each enclosed space, and
(D) fire extinguishing appliances, and

(ii) gives for each deck the particulars of all

(A) alarm, detection and fixed fire extinguishing systems, and
(B) ventilation systems including the position of fans and their controls, the position of ventilation dampers and the identification numbers of the ventilating fans serving each section; or

(b) a fire control booklet that contains the details specified in subparagraphs (a)(i) and (ii), a copy of which shall be

(i) readily available at all times in the navigating bridge or other suitable control station, and
(ii) supplied to each of the ship’s officers.

(2) The fire control plan or fire control booklet of a ship referred to in subsection (1) shall be kept up-to-date with any alterations to the ship that may be made.
(3) The Board shall be provided with a copy of the fire control plan or fire control booklet that is prepared for each ship and, where alterations to a ship are made and the fire control plan or fire control booklet for that ship is revised, the Board shall forthwith be provided with a revised copy of that fire control plan or fire control booklet.

SOR/83-521, s. 4.

199 Every ship shall have on board a booklet of instructions concerning the maintenance and operation of all fire fighting equipment and installations on board the ship and the booklet shall be readily available at all times in the navigating bridge or other suitable control station.
SOR/83-521, s. 4.

Storage of Paints and Other Flammable Items

200 (1) Subject to subsection (2), paints and other similar flammable items carried on board a ship for shipboard use shall be stored in a locker that is

(a) made of steel;
(b) insulated in accordance with section 148; and
(c) located outside any accommodation space.

(2) Where a locker referred to in subsection (1) is located adjacent to an accommodation space, access to the locker shall be from the open deck.
(3) A fixed gas fire-smothering system shall be provided in each paint locker or similar space.

SOR/83-521, s. 4.

General Alarm System, Manual Alarm System and Public Address System

201 Every ship shall be fitted with a general alarm system

(a) that, when operated, sounds an alarm of sufficient sound intensity to be heard adequately throughout the ship and, in ships that have high noise level spaces, activates a system of flashing lights in those spaces; and
(b) that complies with the requirements of TP 127, Ship Safety Electrical Standards, published in 1982 by the Ship Safety Branch of the Department of Transport.

SOR/83-521, s. 4.

202 Every corridor, accommodation space and other area of a ship normally occupied by the crew shall be fitted with a manual alarm system

(a) that, when operated, provides a signal to the wheelhouse to indicate the place in the ship from which an alarm has been operated; and
(b) that complies with the requirements of the Fire Detection and Extinguishing Equipment Regulations.

SOR/83-521, s. 4.

203 Every ship shall be fitted with a public address system that is capable of being used for communication throughout the accommodation spaces, service spaces, machinery spaces and control stations of the ship and that complies with the requirements of TP 127, Ship Safety Electrical Standards, published in 1982 by the Ship Safety Branch of the Department of Transport.
SOR/83-521, s. 4.

PART X Fire Protection for Cargo Ships of 500 Tons Gross Tonnage or More

Interpretation

204 In this Part,

‘A’ Class division

‘A’ Class division means a division formed by a bulkhead or deck that is

(a) constructed of steel or an equivalent material, and
(b) stiffened so as to be capable of preventing the passage of smoke and flame when subjected to the standard fire test for a period of 60 minutes; (cloisonnement de type A)

‘A-60’ Class division

‘A-60’ Class division, ‘A-30’ Class division and ‘A-15’ Class division mean an ‘A’ Class division that is insulated with non-combustible materials so that if either face of the division is subjected to the standard fire test, the average temperature of the other face of that division will not rise more than 139°C above the original temperature and the temperature at any point, including any joint, will not rise more than 180°C above the original temperature during

(a) the first 60 minutes of that test, in the case of an ‘A-60’ Class division,
(b) the first 30 minutes of that test, in the case of an ‘A-30’ Class division, and
(c) the first 15 minutes of that test, in the case of an ‘A-15’ Class division; (cloisonnement de type A-60, cloisonnement de type A-30etcloisonnement de type A-15)

‘A-0’ Class division
‘A-0’ Class division means an ‘A’ Class division that does not meet the insulation requirements specified in the definition ‘A-60’ Class division, ‘A-30’ Class division and ‘A-15’ Class division; (cloisonnement de type A-0)
‘A-60’ Class fire rating
‘A-60’ Class fire rating, ‘A-30’ Class fire rating, ‘A-15’ Class fire rating and ‘A-0’ Class fire rating means the thermal and integrity requirements specified in the definition ‘A-60’ Class division, ‘A-30’ Class division and ‘A-15’ Class division” and in the definition ‘A-0’ Class division, as the case may be; (indice de résistance au feu de type A-60, indice de résistance au feu de type A-30, indice de résistance au feu de type A-15etindice de résistance au feu de type A-0)
accommodation space
accommodation space includes any public space, corridor, lavatory, cabin, office, crew quarters, hospital, cinema, game or hobby room, pantry, other than a pantry that contains cooking appliances, and any other similar space; (local d’habitation)
‘B’ Class division
‘B’ Class division means a division formed by a bulkhead, ceiling or lining that is constructed so as to be capable of preventing the passage of flame when subjected to the standard fire test for 30 minutes; (cloisonnement de type B)
‘B-15’ Class division
‘B-15’ Class division means a ‘B’ Class division that is constructed of non-combustible materials so that if either face of the division is subjected to the standard fire test, the average temperature of the other face of that division will not rise more than 139°C above the original temperature and the temperature at any point, including any joint, will not rise more than 225°C above the original temperature during the first 15 minutes of that test; (cloisonnement de type B-15)
‘B-0’ Class division
‘B-0’ Class division means a ‘B’ Class division that does not meet the insulation requirements specified in the definition ‘B-15’ Class division; (cloisonnement de type B-0)
‘B-15’ Class fire rating
‘B-15’ Class fire rating and ‘B-0’ Class fire rating means the thermal and integrity requirements specified in the definition ‘B-15’ Class division or ‘B-0’ Class division, as the case may be; (indice de résistance au feu de type B-15etindice de résistance au feu de type B-0)
Board
Board[Revoked, SOR/90-240, s. 10]
‘C’ Class division
‘C’ Class division means a division that is constructed of non-combustible materials; (cloisonnement de type C)
cargo space
cargo space means a space used to contain cargo and includes cargo oil tanks and trunks to a cargo space; (espace à cargaison)
continuous ‘B’ Class ceiling
continuous ‘B’ Class ceiling or continuous ‘B’ Class lining means a ceiling or lining that is constructed to the standard required for a ‘B’ Class division and that terminates only at an ‘A’ Class division or ‘B’ Class division; (vaigrage continu de type Boulambrissage continu de type B)
control station

control station includes

(a) every space containing emergency sources of power and lighting,
(b) the wheelhouse, the chartroom and every space containing the main navigating equipment,
(c) every space containing the ship’s radio equipment,
(d) every fire control and recording station,
(e) the control room for propelling machinery where the control room is located outside the propelling machinery space,
(f) every space containing centralized alarm equipment, and
(g) every space containing a centralized emergency public address system station or containing centralized emergency equipment; (poste de sécurité)

dead-end corridor
dead-end corridor means a corridor or part of a corridor from which there is only one route of escape; (coursive sans issue)
existing ship
existing ship means a ship that is not a new ship; (navire existant)
low flame spread characteristics
low flame spread characteristics means, in respect of a surface or a material applied to a surface, that the surface or material restricts the spread of flame as determined in accordance with TP 439, Structural Fire Protection Standards: Testing, and Approval Procedures, published by the Department of Transport, as amended from time to time; (faible pouvoir propagateur des flammes)
machinery space
machinery space means a machinery space of Category A and any other space containing boilers, oil fuel units, steam or internal combustion engines, generators, major electrical machinery, oil filling stations, refrigerating machinery, stabilizing machinery, ventilation machinery, air conditioning machinery or propelling machinery and any similar space and trunk to a machinery space; (local des machines)
machinery space of Category A

machinery space of Category A means a space that contains

(a) internal combustion type machinery that is used for main propulsion or that is used for any other purpose where such machinery has in the aggregate a total power output of not less than 373 kW, or
(b) any oil-fired boiler or oil fuel unit,

and includes any trunk to a machinery space of Category A; (local des machines de la catégorie A)

new ship

new ship means a ship

(a) the keel of which is laid or that is at a similar stage of construction on or after January 1, 1982, or
(b) that has been built outside Canada and is transferred to registry in Canada on or after January 1, 1982,

except that a ship referred to in paragraph (a) shall be deemed to be an existing ship if a building contract in respect of the ship was placed before January 1, 1982 and the construction commences on or after January 1, 1982 and before January 1, 1983; (navire neuf)

non-combustible material
non-combustible material means a material that complies with the requirements of TP 439, Structural Fire Protection Standards: Testing, and Approval Procedures, published by the Department of Transport, as amended from time to time; (matériau non combustible)
not readily ignitable
not readily ignitable means, in respect of a deck-covering material, that the material complies with the requirements of TP 439, Structural Fire Protection Standards: Testing, and Approval Procedures, published by the Department of Transport, as amended from time to time; (difficilement inflammable)
oil fuel unit
oil fuel unit means the equipment that is used for the preparation of oil fuel for delivery to an oil-fired boiler or of heated oil for delivery to an internal combustion engine and, where the oil is at a gauge pressure of more than 180 kPa, includes oil pressure pumps, filters and heaters; (groupe de traitement du mazout)
primary deck covering
primary deck covering means a material that is permanently attached to the upper surface of a deck; (revêtement primaire de pont)
public space
public space includes any dining room, lounge and other similar permanently enclosed space; (local de réunion)
service space
service space includes any galley, pantry containing cooking appliances, laundry, locker and store-room, workshop, other than a workshop forming part of a machinery space, and any other similar space and any trunk to such space; (local de service)
stairtower
stairtower means an enclosure that provides continuous fire shelter for a stairway that penetrates more than one deck; (cage d’escalier)
steel or an equivalent material
steel or an equivalent material means steel or any material that by itself or when insulated has structural and fire integrity properties equivalent to steel. (acier ou matériau équivalent)

SOR/83-521, s. 4;
SOR/90-240, s. 10;
SOR/2002-220, s. 7.



Method of Fire Protection

205 (1) The accommodation spaces and service spaces in every cargo ship referred to in subsection 3(10) shall be constructed in accordance with one of the following methods of fire protection and shall comply with the requirements of this Part as are expressed to apply to ships in which that method has been adopted:

(a) Method IC: the construction in the accommodation spaces and service spaces of a system of internal division bulkheads consisting of ‘A’ Class divisions, ‘B’ Class divisions or ‘C’ Class divisions and the fitting of an automatic fire detection and alarm system in those spaces;
(b) Method IIC: the fitting of an automatic sprinkler system and an automatic fire detection and alarm system in the accommodation and service spaces with no restriction on the type of internal division bulkheads; and
(c) Method IIIC: the fitting of an automatic fire detection and alarm system in the accommodation spaces and service spaces with no restriction on the type of internal division bulkheads, but the area of any accommodation space or groups of spaces bound by an ‘A’ Class division or ‘B’ Class division shall not exceed 50 m2.

(2) The requirements set out in this Part for the use of non-combustible materials in the construction and insulation of the boundary bulkheads of machinery spaces and control stations and for the protection of stairway enclosures and corridors apply in respect of ships in which Method IC, Method IIC or Method IIIC has been adopted.

SOR/83-521, s. 4;
SOR/90-240, s. 11.

Main Structure

206 (1) Subject to subsections (2) and (3), the main hull, structural bulkheads, decks, superstructures and deckhouses shall be constructed of steel or an equivalent material.
(2) Crowns and casings of machinery spaces of Category A shall be constructed of steel.

(3) Where any part of the main structure is constructed of aluminum alloy,

(a) the insulation of aluminum alloy components of ‘A’ Class divisions, other than divisions that are non-load-bearing, shall be such that the temperature of the structural core does not rise more than 200°C above the ambient temperature at any time during the first 60 minutes of the standard fire test;
(b) the insulation of aluminum alloy components of ‘B’ Class divisions, other than divisions that are non-load-bearing, shall be such that the temperature of the structural core does not rise more than 200°C above the ambient temperature at any time during the first 30 minutes of the standard fire test; and

(c) the insulation of aluminum alloy components of pillars, stanchions and other structural members supporting lifeboat and liferaft stowage areas, launching and embarkation areas, and ‘A’ Class divisions or ‘B’ Class divisions shall

(i) with respect to those structural members supporting lifeboat and liferaft stowage areas, launching and embarkation areas, and ‘A’ Class divisions, comply with the temperature rise limitation specified in paragraph (a), and
(ii) with respect to those structural members supporting ‘B’ Class divisions, comply with the temperature rise limitation specified in paragraph (b).

SOR/83-521, s. 4.

Fire Integrity of Bulkheads and Decks

207 (1) In addition to any other requirements of this Part respecting the fire integrity of bulkheads and decks,

(a) where a bulkhead separates a space described in Column I of an item of Table I to this section from a space described in any of Columns II to XI of that table, the bulkhead shall have the applicable minimum fire rating set out in Columns II to XI for the space described in Column I of that item; and
(b) where a deck separates a space described in Column I of an item of Table II to this section from a space described in any of Columns II to XI of that table, the deck shall have the applicable minimum fire rating set out in Columns II to XI for the space described in Column I of that item.

(2) For the purposes of Tables I and II to this section, where a bulkhead or deck that is required to have a minimum ‘A’ Class fire rating is fitted with continuous ‘B’ Class linings or continuous ‘B’ Class ceilings, the Board may accept the continuous ‘B’ Class linings or continuous ‘B’ Class ceilings as contributing, in whole or in part, to the required ‘A’ Class fire rating of the bulkhead or deck.

(3) For the purposes of Tables I and II to this section,

accommodation space
accommodation space includes any accommodation space as defined in section 204 other than a corridor; (local d’habitation)
cargo space
cargo space includes all spaces used for cargo, cargo oil tanks and trunkways and hatchways to such spaces; (espace à cargaison)
control station

control station includes

(a) every space containing emergency sources of power and lighting,
(b) the wheelhouse and chartroom,
(c) every space containing the ship’s radio equipment,
(d) every fire-extinguishing room, fire-control room and fire-recording station,
(e) the control room for propelling machinery where the control room is located outside the propelling machinery space, and
(f) every space containing centralized fire alarm equipment; (poste de sécurité)

corridor
corridor includes any lobby; (coursive)
machinery space of Category A
machinery space of Category A has the same meaning as in section 204; (local des machines de la catégorie A)
open deck
open deck includes any open deck space, any enclosed promenade that does not contain a fire risk and any space outside a superstructure or deckhouse; (pont découvert)
other machinery space
other machinery space means a machinery space as defined in section 204 but does not include a machinery space of Category A; (autre local des machines)
service space (high risk)
service space (high risk) includes any galley, pantry containing cooking appliances, paint room, lamp room, locker and store-room that has an area of 2 m2 or greater, and workshop, other than a workshop forming part of a machinery space; (local de service (risque élevé))
service space (low risk)
service space (low risk) includes any locker and store-room that has an area of less than 2 m2, drying room and laundry; (local de service (faible risque))
stairway
stairway includes any interior stairway, lift, escalator, other than an escalator wholly within a machinery space, and enclosures thereto but any interior stairway that is enclosed only at one level shall be deemed to be part of the space from which it is not separated by a fire door. (escalier)

TABLE I
MINIMUM FIRE RATING OF BULKHEADS SEPARATING ADJACENT SPACES

Column I
Column II
Column III
Column IV
Column V
Column VI
Column VII
Column VIII
Column IX
Column X
Column XI

Space
Control Station
Corridor
Accommo­dation Space
Stairway
Service Space (Low Risk)
Machinery Space of Category A
Other Machinery Space
Cargo Space
Service Space (High Risk)
Open Deck

Control Station
A-0Footnote for TABLE I MINIMUM FIRE RATING OF BULKHEADS SEPARATING ADJACENT SPACES1

A-0
A-60
A-0
A-15
A-60
A-15
A-60
A-60
Footnote for TABLE I MINIMUM FIRE RATING OF BULKHEADS SEPARATING ADJACENT SPACES*

Corridor

C
B-0

B-0
A-0Footnote for TABLE I MINIMUM FIRE RATING OF BULKHEADS SEPARATING ADJACENT SPACES2

B-0
A-60
A-0
A-0
A-0
Footnote for TABLE I MINIMUM FIRE RATING OF BULKHEADS SEPARATING ADJACENT SPACES*

Accommo­dation Space

CFootnote for TABLE I MINIMUM FIRE RATING OF BULKHEADS SEPARATING ADJACENT SPACES3,Footnote for TABLE I MINIMUM FIRE RATING OF BULKHEADS SEPARATING ADJACENT SPACES4

B-0
A-0Footnote for TABLE I MINIMUM FIRE RATING OF BULKHEADS SEPARATING ADJACENT SPACES2

B-0
A-60
A-0
A-0
A-0
Footnote for TABLE I MINIMUM FIRE RATING OF BULKHEADS SEPARATING ADJACENT SPACES*

Stairway

B-0
A-0Footnote for TABLE I MINIMUM FIRE RATING OF BULKHEADS SEPARATING ADJACENT SPACES2

B-0
A-0Footnote for TABLE I MINIMUM FIRE RATING OF BULKHEADS SEPARATING ADJACENT SPACES2

A-60
A-0
A-0
A-0
Footnote for TABLE I MINIMUM FIRE RATING OF BULKHEADS SEPARATING ADJACENT SPACES*

Service Space (Low Risk)

C
A-60
A-0
A-0
A-0
Footnote for TABLE I MINIMUM FIRE RATING OF BULKHEADS SEPARATING ADJACENT SPACES*

Machinery Space of Category A

Footnote for TABLE I MINIMUM FIRE RATING OF BULKHEADS SEPARATING ADJACENT SPACES*
A-0
A-0
A-60
Footnote for TABLE I MINIMUM FIRE RATING OF BULKHEADS SEPARATING ADJACENT SPACES*

Other Machinery Space

A-0Footnote for TABLE I MINIMUM FIRE RATING OF BULKHEADS SEPARATING ADJACENT SPACES5

A-0
A-0
Footnote for TABLE I MINIMUM FIRE RATING OF BULKHEADS SEPARATING ADJACENT SPACES*

Cargo Space

Footnote for TABLE I MINIMUM FIRE RATING OF BULKHEADS SEPARATING ADJACENT SPACES*
A-0
Footnote for TABLE I MINIMUM FIRE RATING OF BULKHEADS SEPARATING ADJACENT SPACES*

Service Space (High Risk)

A-0Footnote for TABLE I MINIMUM FIRE RATING OF BULKHEADS SEPARATING ADJACENT SPACES5

Footnote for TABLE I MINIMUM FIRE RATING OF BULKHEADS SEPARATING ADJACENT SPACES*

Open Deck



Notes

Return to footnote 1.Bulkheads separating the wheelhouse, chartroom and radio room from each other may have a ‘B-0’ Class fire rating.
Return to footnote 2.See sections 222 and 223 for specific requirements.
Return to footnote 3.There are no special requirements if Method IIC or Method IIIC is used.
Return to footnote 4.Where Method IIIC is used, ‘B’ Class bulkheads of ‘B-0’ Class fire rating shall be provided between spaces or groups of spaces of 50 m2 or greater.
Return to footnote 5.A bulkhead of the rating shown is only required where the adjacent space is used for a different purpose. For example, a galley adjacent to a galley does not require an ‘A-0’ Class bulkhead but a galley adjacent to a paint room requires an ‘A-0’ Class bulkhead.
Return to footnote *Where an asterisk appears in the table, the bulkhead shall be constructed of steel or an equivalent material but the bulkhead is not required to have an ‘A’ Class fire rating.

TABLE II
MINIMUM FIRE RATING OF DECKS SEPARATING ADJACENT SPACES

Column I
Column II
Column III
Column IV
Column V
Column VI
Column VII
Column VIII
Column IX
Column X
Column XI

Space
Control Station
Corridor
Accommo­dation Space
Stairway
Service Space (Low Risk)
Machinery Space of Category A
Other Machinery Space
Cargo Space
Service Space (High Risk)
Open Deck

Control Station
A-0
A-0
A-0
A-0
A-0
A-60
A-0
A-0
A-0
Footnote for TABLE II MINIMUM FIRE RATING OF DECKS SEPARATING ADJACENT SPACES*

Corridor
A-0
Footnote for TABLE II MINIMUM FIRE RATING OF DECKS SEPARATING ADJACENT SPACES*
Footnote for TABLE II MINIMUM FIRE RATING OF DECKS SEPARATING ADJACENT SPACES*
A-0
Footnote for TABLE II MINIMUM FIRE RATING OF DECKS SEPARATING ADJACENT SPACES*
A-60
A-0
A-0
A-0
Footnote for TABLE II MINIMUM FIRE RATING OF DECKS SEPARATING ADJACENT SPACES*

Accommo­dation Space
A-60
A-0
Footnote for TABLE II MINIMUM FIRE RATING OF DECKS SEPARATING ADJACENT SPACES*
A-0
Footnote for TABLE II MINIMUM FIRE RATING OF DECKS SEPARATING ADJACENT SPACES*
A-60
A-0
A-0
A-0
Footnote for TABLE II MINIMUM FIRE RATING OF DECKS SEPARATING ADJACENT SPACES*

Stairway
A-0
A-0
A-0
Footnote for TABLE II MINIMUM FIRE RATING OF DECKS SEPARATING ADJACENT SPACES*
A-0
A-60
A-0
A-0
A-0
Footnote for TABLE II MINIMUM FIRE RATING OF DECKS SEPARATING ADJACENT SPACES*

Service Space (Low Risk)
A-15
A-0
A-0
A-0
Footnote for TABLE II MINIMUM FIRE RATING OF DECKS SEPARATING ADJACENT SPACES*
A-60
A-0
A-0
A-0
Footnote for TABLE II MINIMUM FIRE RATING OF DECKS SEPARATING ADJACENT SPACES*

Machinery Space of Category A
A-60
A-60
A-60
A-60
A-60
Footnote for TABLE II MINIMUM FIRE RATING OF DECKS SEPARATING ADJACENT SPACES*
A-60
A-30
A-60
Footnote for TABLE II MINIMUM FIRE RATING OF DECKS SEPARATING ADJACENT SPACES*

Other Machinery Space
A-15
A-0
A-0
A-0
A-0
A-0
Footnote for TABLE II MINIMUM FIRE RATING OF DECKS SEPARATING ADJACENT SPACES*
A-0
A-0
Footnote for TABLE II MINIMUM FIRE RATING OF DECKS SEPARATING ADJACENT SPACES*

Cargo Space
A-60
A-0
A-0
A-0
A-0
A-0
A-0
Footnote for TABLE II MINIMUM FIRE RATING OF DECKS SEPARATING ADJACENT SPACES*
A-0
Footnote for TABLE II MINIMUM FIRE RATING OF DECKS SEPARATING ADJACENT SPACES*

Service Space (High Risk)
A-60
A-0
A-0
A-0
A-0
A-0
A-0
A-0
A-0Footnote for TABLE II MINIMUM FIRE RATING OF DECKS SEPARATING ADJACENT SPACES1

Footnote for TABLE II MINIMUM FIRE RATING OF DECKS SEPARATING ADJACENT SPACES*

Open Deck
Footnote for TABLE II MINIMUM FIRE RATING OF DECKS SEPARATING ADJACENT SPACES*
Footnote for TABLE II MINIMUM FIRE RATING OF DECKS SEPARATING ADJACENT SPACES*
Footnote for TABLE II MINIMUM FIRE RATING OF DECKS SEPARATING ADJACENT SPACES*
Footnote for TABLE II MINIMUM FIRE RATING OF DECKS SEPARATING ADJACENT SPACES*
Footnote for TABLE II MINIMUM FIRE RATING OF DECKS SEPARATING ADJACENT SPACES*
Footnote for TABLE II MINIMUM FIRE RATING OF DECKS SEPARATING ADJACENT SPACES*
Footnote for TABLE II MINIMUM FIRE RATING OF DECKS SEPARATING ADJACENT SPACES*
Footnote for TABLE II MINIMUM FIRE RATING OF DECKS SEPARATING ADJACENT SPACES*
Footnote for TABLE II MINIMUM FIRE RATING OF DECKS SEPARATING ADJACENT SPACES*


Notes

Return to footnote 1.A deck of the rating shown is only required where the adjacent space is used for a different purpose. For example, a galley adjacent to a galley does not require an ‘A-0’ Class deck but a galley adjacent to a paint room requires an ‘A-0’ Class deck.
Return to footnote *Where an asterisk appears in the table, the deck shall be constructed of steel or an equivalent material but the deck is not required to have an ‘A’ Class fire rating.

SOR/83-521, s. 4.

208 (1) Where the external boundaries of the main hull and superstructures required by subsection 206(1) to be constructed of steel or an equivalent material are not required to have an ‘A’ Class fire rating, those external boundaries may be pierced for the fitting of doors, windows and sidescuttles.

(2) To avoid the risk of heat transmission at intersections and terminal points of thermal barriers, the insulation of the bulkhead or deck having the higher fire rating shall be extended at least

(a) 380 mm beyond the intersection or terminal point if the bulkhead or deck is constructed of steel; or
(b) 450 mm beyond the intersection or terminal point if the bulkhead or deck is constructed of aluminum.

SOR/83-521, s. 4;
SOR/90-240, s. 12.

Bulkheads Within Accommodation Spaces and Service Spaces

209 (1) Every bulkhead required by Table I to section 207 to have a ‘B’ Class fire rating shall extend from deck to deck and to the shell or other boundaries unless the bulkhead terminates at a continuous ‘B’ Class ceiling or continuous ‘B’ Class lining.
(2) Where Method IC is adopted all bulkheads that are not required by Table I to section 207 to have an ‘A’ Class fire rating or ‘B’ Class Fire rating shall be at least of ‘C’ Class construction.
(3) Where Method IIC is adopted, no restrictions apply in respect of the construction of bulkheads that are not required by Table I to section 207 to have an ‘A’ Class fire rating or ‘B’ Class fire rating or to be of ‘C’ Class construction.
(4) Where Method IIIC is adopted, no restrictions apply in respect of the construction of bulkheads that are not required by Table I to section 207 to have an ‘A’ Class fire rating or a ‘B’ Class fire rating or to be ‘C’ Class divisions, but the area of any accommodation space or groups of spaces bounded by continuous ‘A’ Class divisions or ‘B’ Class divisions shall not exceed 50 m2.

SOR/83-521, s. 4;
SOR/90-240, s. 13.

Details of Construction

210 (1) Where Method IC is adopted, all linings, ceilings, draught stops and associated grounds in accommodation spaces, service spaces and control stations shall be made of non-combustible materials.
(2) Where Method IIC or Method IIIC is adopted, all linings, ceilings, draught stops and associated grounds in corridors and stairway enclosures that serve accommodation spaces, service spaces or control stations shall be made of non-combustible materials.

SOR/83-521, s. 4;
SOR/90-240, s. 14.

211 Sections 212 to 221 apply where Method IC, Method IIC or Method IIIC is adopted.
SOR/83-521, s. 4.

212 (1) Subject to subsections (2) and (3), all insulation shall be composed of non-combustible materials.
(2) Insulation in cargo spaces or refrigerated compartments of service spaces may be composed of combustible materials.
(3) Vapour barriers, adhesives used in conjunction with insulation and insulation on pipe fittings for cold service systems may be made of combustible materials if they are kept to the minimum quantity practicable and their exposed surfaces have low flame spread characteristics.

SOR/83-521, s. 4;
SOR/90-240, s. 15.

213 (1) Subject to subsection (2), no non-combustible bulkhead, lining or ceiling fitted in an accommodation space or service space shall have a combustible veneer exceeding 2 mm in thickness.
(2) No non-combustible bulkhead, lining or ceiling fitted in a corridor, stairway enclosure or control station shall have a combustible veneer exceeding 1.5 mm in thickness.

SOR/83-521, s. 4.

214 Every air space enclosed behind a ceiling, panel or lining within an accommodation space, service space or control station shall be

(a) divided by close fitting draught stops spaced not more than 14 m apart; and
(b) closed in a vertical direction at each deck.

SOR/83-521, s. 4.

215 (1) All surfaces, including their grounds, in concealed or inaccessible spaces in accommodation spaces, service spaces and control stations, all exposed surfaces in corridors and stairway enclosures and all exposed surfaces of ceilings in accommodation spaces, service spaces and control stations shall have low flame spread characteristics.
(2) Any paint, varnish or other finish used on an interior surface in an accommodation space, service space, control station or machinery space shall have low flame spread characteristics and shall not produce, when on fire, excessive quantities of smoke or any toxic fumes.
(3) The surface of the insulation on an interior boundary of a machinery space of Category A shall be impervious to oil and oil vapours.

SOR/83-521, s. 4.

216 (1) All electric radiators shall be fixed in position and constructed so as to reduce the risk of fire to a minimum.
(2) Every element in an electric radiator shall be fitted in such manner that no part of the element can scorch or set on fire clothing, curtains or any similar materials.

SOR/83-521, s. 4.

217 No cellulose-nitrate based film shall be used in cinematograph installations.
SOR/83-521, s. 4.

218 All primary deck coverings in accommodation spaces, service spaces and control stations shall be in accordance with TP 439, Structural Fire Protection Standards: Testing and Approval Procedures, as amended from time to time, and shall not be readily ignitable.

SOR/83-521, s. 4;
SOR/95-254, s. 22.

219 Where an ‘A’ Class division or ‘B’ Class division is penetrated for the passage of electrical cables, pipes, trunks or ducts or for the fitting of ventilation terminals, lighting fixtures or similar devices, arrangements shall be made to ensure that the fire resistance of the division is not thereby impaired and that such devices comply with the requirements of Schedule D to TP 2237, Equivalent Standards for Fire Protection of Passenger Ships, published in 1979 by the Ship Safety Branch of the Department of Transport.
SOR/83-521, s. 4.

220 (1) Every door in an “A” Class division or “B” Class division shall be in accordance with TP 439, Structural Fire Protection Standards: Testing and Approval Procedures, as amended from time to time, and shall have a fire rating that is at least equal to the fire rating of the division in which the door is fitted.
(2) Every door in a machinery space that gives direct access into an accommodation space shall be self-closing and of gas-tight construction.
(3) No door that is required under this Part to be self-closing shall be fitted with a hold-back hook but such doors may be fitted with a hold-back system of a fail-safe type that is capable of being released at the door and from the wheelhouse.
(4) Doors having a ‘B’ Class fire rating fitted in corridor bulkheads may have ventilation openings but stairway enclosure doors shall not have such openings.

SOR/83-521, s. 4;
SOR/95-254, s. 23.

221 All interior stairways other than those within machinery spaces shall have a minimum width of 760 mm and an angle of inclination not exceeding 50 degrees.
SOR/83-521, s. 4.

Protection of Stairways and Elevator Trunks in Accommodation Spaces, Service Spaces and Control Stations

222 (1) Every stairway that is located in an accommodation space, service space or control station and that penetrates only a single deck shall be protected at one level by at least ‘B-0’ Class fire rating divisions and self-closing fire doors.

(2) Every stairway that is located in an accommodation space, service space or control station and that penetrates more than a single deck shall be enclosed in a stairtower of at least ‘A-0’ Class fire rating construction and have self-closing fire doors fitted at every level but the stairtower may be of ‘B-0’ Class fire rating construction if

(a) there are at least two escapes giving direct access to the open deck at every accommodation level; and
(b) the ship has accommodation for not more than 12 persons.

(3) All stairways, including stringers, treads and risers in accommodation spaces, service spaces and control stations shall be constructed of steel.

SOR/83-521, s. 4.

223 Elevator trunks in accommodation spaces, service spaces and control stations shall be of at least ‘A-0’ Class fire rating construction and have self-closing fire doors fitted at every level.
SOR/83-521, s. 4.

Means of Escape

224 (1) All accommodation spaces and spaces in which the crew is normally employed, other than machinery spaces, shall have at each deck level at least two separate means of escape that comply with the following requirements:

(a) the two means of escape shall be separated as far from each other as is practicable so as to minimize the possibility that both means of escape could be blocked at the same time as a result of one incident;
(b) at least one means of escape shall be independent of watertight doors;
(c) in the case of decks below the uppermost continuous deck, one means of escape shall be a stairway and the other means of escape shall be either a trunk or a stairway and both means of escape shall give direct access to a means of escape on the deck above;
(d) in the case of the uppermost continuous deck and decks above that deck, each means of escape shall be either a stairway, a door or a combination of both and both means of escape shall give direct access to an open deck and thence to lifeboats or liferafts; and
(e) where stairways are used as a required means of escape, they shall be of sufficient width having regard to the number of persons who have access to such stairways for escape purposes.

(2) Notwithstanding subsection (1), a vertical ladder may be used as a second means of escape in place of a stairway if it is demonstrated to the Board that the installation of the stairway is impracticable.
(3) Elevators shall not form part of either of the two means of escape referred to in subsection (1).

SOR/83-521, s. 4.

225 (1) Subject to subsections (2) and (3), doors that give access to either of the two means of escape referred to in subsection 224(1) shall not be fitted with locking devices of any kind.
(2) A crash panel or locking device may be fitted to a door that gives access to either of the two means of escape referred to in subsection 224(1) if the crash panel or locking device is capable of being easily forced in an emergency and a notice that sets out the manner of opening the door in an emergency is permanently attached in a conspicuous place on each side of the door.
(3) An outside door of a deckhouse may be fitted with a lock if the lock is operated by a key only and the key is under the control of one of the ship’s officers.

SOR/83-521, s. 4.

226 Dead-end corridors shall not be greater than 7 m in length.
SOR/83-521, s. 4.

227 Any radio room that has no direct access to an open deck shall have at least two means of access to or egress from the room of sufficient size for an emergency escape but only one of those means of access or egress may be a porthole or window.
SOR/83-521, s. 4.

228 No cabin shall have direct access into a machinery space.
SOR/83-521, s. 4.

229 Any public space that has a deck area greater than 28 m2 shall have at least two exits and, where practicable, the exits shall have egress to different corridors, rooms or spaces so as to minimize the possibility that both exits could be blocked at the same time as a result of one incident.
SOR/83-521, s. 4.

230 (1) Where an accommodation space is located in an enclosed poop or forecastle and the means of access to the space is located only at one end bulkhead, an emergency escape hatch shall be located at the other end of the space to provide a means of escape to an open deck above.
(2) Hatches and scuttles provided for emergency escape shall be marked as such and painted orange and shall be capable of being operated from both sides.

SOR/83-521, s. 4.

231 (1) All interior escape routes shall be clearly marked as escape routes.
(2) An emergency lighting system shall be fitted in corridors and stairways that are used for emergency escape routes and that lead to exits or emergency escape hatches or scuttles.
(3) A diagram that shows clearly all escape routes to the open deck and the location of nearby firefighting equipment shall be permanently attached to a conspicuous place near the exit in each cabin, messroom and lounge and in any space occupied by the crew while normally employed.

SOR/83-521, s. 4.

232 (1) Each machinery space, other than a machinery space of Category A, shall have at least two separate means of escape that

(a) consist of two steel ladders separated as far from each other as is practicable; and
(b) lead to similarly separated doors in the upper part of the machinery space that provide access to an open deck or to a means of escape on the deck above.

(2) Each machinery space of Category A shall have at least two separate means of escape that consist of

(a) two steel ladders, one of which is enclosed in a continuous steel shelter insulated to an ‘A-60’ Class fire rating with a self-closing fire door fitted at the lower end of the shelter, that

(i) are separated as far from each other as is practicable, and
(ii) lead to similarly separated doors in the upper part of the machinery space that provide access to an open deck; or

(b) a steel ladder leading to a door in the upper part of the machinery space that provides access to an open deck and a steel door in the lower part of the machinery space, but in a position well separated from the ladder, that

(i) is capable of being opened from each side of the door, and
(ii) provides access to a safe escape route leading to an open deck.

SOR/83-521, s. 4.

Ventilation Systems

233 (1) Subject to subsection (2), ventilation ducts shall be made of non-combustible materials.

(2) A ventilation duct may be made of restricted-fire-risk combustible materials in accordance with TP 439, Structural Fire Protection Standards: Testing and Approval Procedures, as amended from time to time, if the duct

(a) does not exceed 2 m in length and 200 cm2 in cross-section;
(b) is not located closer than 600 mm from any penetration of an ‘A’ Class division, ‘B’ Class division or ‘A’ or ‘B’ Class ceiling, measured from the point of the duct that is closest to such penetration; and
(c) is used only at the terminal end of the ventilation system of which it is a part.

SOR/83-521, s. 4;
SOR/90-240, s. 16;
SOR/95-254, s. 24.

234 (1) Where a ventilation duct greater than 0.075 m2 in cross-section passes through an ‘A’ Class division, the duct shall be fitted with a fire damper that is

(a) of the fail-safe automatic closing type;
(b) capable of being closed manually from both sides of the division; and
(c) fitted with an indicator that shows whether the damper is open or closed.

(2) Where a ventilation duct passes through a space that is enclosed by ‘A’ Class divisions but does not serve that space and the duct does not have a fire rating at least equal to that of the division that it pierces, the duct shall be fitted at each point at which the duct pierces a division with a fire damper described in subsection (1).

SOR/83-521, s. 4.

235 (1) Subject to subsection (2), no duct provided for the ventilation of a machinery space of Category ‘A’, galley or car deck space shall pass through an accommodation space, service space or control station unless the duct is

(a) constructed of steel that,

(i) in the case of a duct that has a diameter or width of 300 mm or less, has a thickness of at least 3 mm,
(ii) in the case of a duct that has a diameter or width greater than 760 mm, has a thickness of at least 5 mm, or
(iii) in the case of a duct that has a diameter or width greater than 300 mm but not greater than 760 mm, has a thickness determined by interpolation;

(b) suitably supported and stiffened; and
(c) insulated to an ‘A-60’ Class fire rating throughout the accommodation space, service space or control station.

(2) A duct provided for the ventilation of a machinery space of Category A, galley or car deck space may pass through an accommodation space, service space or control station if the duct is

(a) constructed of steel;

(b) fitted close to every boundary penetrated with a fire damper that is

(i) of the fail-safe automatic closing type, and
(ii) capable of being manually operated from either side of the division; and

(c) insulated to an ‘A-60’ Class fire rating from the machinery space, galley or car deck space to a point at least 5 m beyond each fire damper.

SOR/83-521, s. 4.

236 (1) Subject to subsection (2), no duct provided for the ventilation of an accommodation space, service space or control station shall pass through a machinery space of Category A, galley or car deck space unless the duct is

(a) constructed of steel in accordance with subsection 235(1);
(b) suitably supported and stiffened; and

(c) fitted close to every boundary penetrated with a fire damper that is

(i) of the fail-safe automatic closing type, and
(ii) capable of being manually operated from either side of the division.

(2) A duct provided for the ventilation of an accommodation space, service space or control station may pass through a machinery space of Category A, galley or car deck space if the duct is

(a) constructed of steel; and
(b) insulated to an ‘A-60’ Class fire rating where it passes through the machinery space, galley or car deck space.

SOR/83-521, s. 4.

237 Where an exhaust duct from a galley range passes through an accommodation space or space containing combustible materials, the duct shall be insulated to an ‘A’ Class fire rating and shall be fitted with

(a) a grease trap that is readily removable for cleaning;
(b) a fire damper located in the lower end of the duct;
(c) a device, operable from within the galley, for shutting off the exhaust fan; and
(d) a fixed means for extinguishing a fire within the duct.

SOR/83-521, s. 4.

238 (1) Subject to subsection (4), every control station shall have adequate ventilation so that, in the event of a fire outside the control station, the equipment contained therein may continue to function effectively and may continue to be supervised.
(2) Subject to subsection (4), every control station situated below decks and outside machinery spaces shall have a ventilation system that consists of at least two independent means of air supply having their inlets so positioned that the risk of drawing in smoke simultaneously is minimized.
(3) The ventilation system referred to in subsection (2) shall be fitted with devices for closing each ventilator from within the control station.
(4) Subsections (1) to (3) do not apply in respect of control stations located on and opening onto an open deck or where local closing arrangements are equally effective.

SOR/83-521, s. 4.

239 (1) The main inlets and outlets of all ventilation systems shall be capable of being closed from outside the spaces served by the system.
(2) Subject to subsection (3), the power ventilation of accommodation spaces, service spaces, cargo spaces, control stations and machinery spaces shall be capable of being stopped from at least one place outside the space and such place shall be easily accessible and not readily isolated in the event of a fire in the space.
(3) The means provided for stopping the power ventilation of machinery spaces shall be separate from the means provided for stopping the power ventilation of other spaces.

SOR/83-521, s. 4.

Piping

240 (1) Pipes that penetrate ‘A’ Class divisions or ‘B’ Class divisions and pipes through which combustible liquids flow shall be made of steel or an equivalent material.
(2) Pipes that are used for overboard discharges or sanitary discharges and outlets that are close to the waterline shall be made of materials that are not readily rendered ineffective by heat and that will not give rise to the danger of flooding upon failure of the pipe or outlet in the event of fire.

SOR/83-521, s. 4;
SOR/90-240, s. 17.

Automatic Sprinkler and Fire Detection and Alarm System (Method IIC)

241 (1) Where Method IIC is adopted for a cargo ship referred to in subsection 3(10), the ship shall be fitted with an automatic sprinkler and fire detection and alarm system to protect the accommodation spaces, galleys and other service spaces of the ship other than those spaces for which there is no substantial fire risk such as a void space or a sanitary space.
(2) The systems required under subsection (1) shall comply with the requirements of the Fire Detection and Extinguishing Equipment Regulations.

SOR/83-521, s. 4.

Automatic Fire Detection and Alarm System (Methods IC, IIC and IIIC)

242 Subject to section 243, every cargo ship referred to in subsection 3(10) shall be fitted with an automatic fire detection and alarm system that is capable of detecting either an abnormal air temperature or an abnormal concentration of smoke.
SOR/83-521, s. 4.

243 (1) Every cabin, corridor, stairway and service space shall be fitted with a fire detector that is operated by an abnormal concentration of smoke.
(2) Every public room, galley and pantry containing cooking appliances shall be fitted with a fire detector that is operated by an abnormal air temperature.
(3) The fire detectors referred to in subsections (1) and (2) shall comply with the requirements of the Fire Detection and Extinguishing Equipment Regulations.

SOR/83-521, s. 4.

Storage of Fire Extinguishing Medium

244 (1) Where a fire extinguishing medium is stored outside the space protected by the medium, it shall be stored in a room situated in a safe, readily accessible and effectively ventilated location.
(2) All entrances to the storage room referred to in subsection (1) shall be independent of the protected space and shall be from the open deck.
(3) Access doors to the storage room referred to in subsection (1) shall open outward.
(4) Bulkheads, decks and doors or other means of closing any openings in the storage room referred to in subsection (1) that form the boundaries between the storage room and adjoining enclosed spaces shall be gas tight.
(5) For the purpose of the application of Tables I and II to section 207, the storage room referred to in subsection (1) shall be deemed to be a control station.

SOR/83-521, s. 4.

Special Arrangements in Machinery Spaces

245 (1) The number of skylights, openings in funnels, doors and ventilators used for ventilating a machinery space shall be kept or reduced to the minimum consistent with the need for ventilation and the proper and safe working of the ship.
(2) Skylights fitted in machinery spaces shall be made of steel and shall not be fitted with port lights or windows.
(3) Windows shall not be fitted in machinery space boundaries but may be fitted in control rooms within a machinery space.

(4) Means of control shall be provided for

(a) opening and closing skylights;
(b) closing openings in funnels that normally allow exhaust ventilation;
(c) closing ventilator dampers;
(d) closing openings that permit the release of smoke; and
(e) stopping ventilating fans.

(5) The means of control referred to in subsection (4) shall be located in a place that is outside the machinery space that they serve so that they will not be isolated in the event of a fire in that space.

SOR/83-521, s. 4.

Location and Arrangement of Oil Fuel Tanks

246 (1) Except where it is not practicable to do so, oil fuel tanks shall be made part of the ship’s structure but shall not be located adjacent to or within machinery spaces of Category A.
(2) [Repealed, SOR/2002-220, s. 8]

SOR/83-521, s. 4;
SOR/95-254, s. 25;
SOR/2002-220, s. 8.

Fire Control Plans

247 (1) Every ship shall have on board

(a) a fire control plan that is permanently exhibited, for the guidance of the ship’s officers, near the place from which the ship is normally navigated and that

(i) shows clearly for each deck the location of all

(A) ‘A’ Class divisons and ‘B’ Class divisions,
(B) control stations,
(C) fire doors, watertight doors and every other means of entry or exit from each enclosed space, and
(D) fire extinguishing appliances, and

(ii) gives for each deck the particulars of all

(A) alarm, detection and fixed fire extinguishing systems, and
(B) ventilation systems including the position of fans and their controls, the position of ventilation dampers and the identification numbers of the ventilating fans serving each section; or

(b) a fire control booklet that contains the details specified in subparagraphs (a)(i) and (ii), a copy of which shall be

(i) readily available at all times in the navigating bridge or other suitable control station, and
(ii) supplied to each of the ship’s officers.

(2) The fire control plan or fire control booklet of a ship referred to in subsection (1) shall be kept up-to-date with any alterations to the ship that may be made.
(3) The Board shall be provided with a copy of the fire control plan or fire control booklet that is prepared for each ship and, where alterations to a ship are made and the fire control plan or fire control booklet for that ship is revised, the Board shall forthwith be provided with a revised copy of that fire control plan or fire control booklet.

SOR/83-521, s. 4.

248 Every ship shall have on board a booklet of instructions concerning the maintenance and operation of all fire fighting equipment and installations on board the ship and the booklet shall be readily available at all times in the navigating bridge or other suitable control station.
SOR/83-521, s. 4.

Storage of Paints and Other Flammable Items

249 (1) Subject to subsection (2), paints and other similar flammable items carried on board a ship for shipboard use shall be stored in a locker that is

(a) made of steel;
(b) insulated in accordance with section 207; and
(c) located outside any accommodation space.

(2) Where a locker referred to in subsection (1) is located adjacent to an accommodation space, access to the locker shall be from the open deck.
(3) A fixed gas fire-smothering system shall be provided in each paint locker or similar space.

SOR/83-521, s. 4.

General Alarm System, Manual Alarm System and Public Address System

250 Every ship shall be fitted with a general alarm system

(a) that, when operated, sounds an alarm of sufficient sound intensity to be heard adequately throughout the ship and, in ships that have high noise level spaces, activates a system of flashing lights in those spaces; and
(b) that complies with the requirements of TP 127, Ship Safety Electrical Standards, published in 1982 by the Ship Safety Branch of the Department of Transport.

SOR/83-521, s. 4.

251 Every corridor, accommodation space and other area of a ship normally occupied by the crew shall be fitted with a manual alarm system

(a) that, when operated, provides a signal to the wheelhouse to indicate the place in the ship from which an alarm has been operated; and
(b) that complies with the requirements of the Fire Detection and Extinguishing Equipment Regulations.

SOR/83-521, s. 4.

252 Every ship shall be fitted with a public address system that is capable of being used for communication throughout the accommodation spaces, service spaces, machinery spaces and control stations of the ship and that complies with the requirements of TP 127, Ship Safety Electrical Standards, published in 1982 by the Ship Safety Branch of the Department of Transport.
SOR/83-521, s. 4.

Cargo Spaces

253 (1) Subject to subsection (2), every cargo space of a ship of 2 000 tons gross tonnage or more shall be protected by a

(a) fixed gas fire-smothering system that complies with the Fire Detection and Extinguishing Equipment Regulations; or
(b) fire extinguishing system that provides protection equivalent to that of the system referred to in paragraph (a).

(2) Subsection (1) does not apply in respect of the cargo spaces of any ship that are

(a) constructed and solely intended for carrying ore, grain or unseasoned timber or cargoes that constitute a low fire risk; and
(b) fitted with steel hatch covers and an effective means of closing all ventilation openings and other openings leading to the cargo spaces.

SOR/83-521, s. 4;
SOR/90-240, s. 18.

Cargo Spaces Intended for the Carriage of Motor Vehicles With Fuel in their Tanks for Their Own Propulsion

254 (1) Every cargo space intended for the carriage of motor vehicles with fuel in their tanks for their own propulsion shall be fitted with

(a) a fire detection and fire alarm system; and
(b) a fixed fire extinguishing system that complies with the Fire Detection and Extinguishing Equipment Regulations.

(2) Every cargo space referred to in subsection (1) shall be fitted with a power ventilation system that

(a) has a capacity sufficient to provide at least six air changes per hour based on an empty hold;
(b) is entirely separate from other ventilation systems; and
(c) is designed to prevent air stratification and the formation of air pockets in the cargo space.

SOR/83-521, s. 4;
SOR/95-254, s. 26.

255 (1) Subject to subsection (2), the power ventilation system referred to in subsection 254(2) shall be operated continuously whenever motor vehicles are on board.
(2) Where it is impracticable to operate the power ventilation system referred to in subsection 254(2) continuously whenever motor vehicles are on board, the power ventilation system shall be operated for a limited period daily, as the weather permits, and for a sufficiently reasonable period of time prior to the unloading of any motor vehicle to ensure that the deck is free of gas prior to such unloading.
(3) Where the power ventilation system referred to in subsection 254(2) is not operated continuously whenever motor vehicles are on board, one or more portable combustible gas detecting instruments shall be carried on board and used to test for the presence of gas before any motor vehicle is unloaded.

SOR/83-521, s. 4.

256 The navigating bridge shall be fitted with an instrument that will indicate any loss or reduction of the ventilating capacity of the power ventilation system referred to in subsection 254(2).
SOR/83-521, s. 4.

257 Any electrical equipment or wiring fitted in a cargo space referred to in subsection 254(1) shall comply with TP 127, Ship Safety Electrical Standards, published in 1982 by the Ship Safety Branch of the Department of Transport.
SOR/83-521, s. 4.

258 Scuppers in a cargo space referred to in subsection 254(1) shall not lead to machinery spaces or other spaces where a source of ignition may be present.
SOR/83-521, s. 4.

SCHEDULE I(ss. 2, 9, 15 and 16)Calculation of Maximum Length of Watertight Compartments

DIVISION I

General

1 For the purposes of this Schedule, except where otherwise specified,

(a) all linear measurements shall be in metres;
(b) all volumes shall be in cubic metres and shall be calculated from measurements taken to moulded lines;
(c) the symbol “L” denotes the length of the ship;
(d) the expression “passenger spaces” shall include galleys, laundries and other similar spaces provided for the service of passengers, in addition to space provided for the use of passengers; and

(e) plans of the subdivision arrangements and calculations as follows shall be submitted:

(i) outline profile and plans showing the margin lines (corrected as necessary); all watertight transverse and longitudinal bulkheads, decks, inner skins, shaft and other tunnels, trunks and ventilators; recesses and steps in watertight bulkheads; double bottoms, the principal openings in the watertight bulkheads and decks and openings therein closed only by portable plates, the appropriation of spaces below the bulkhead deck; the positions of equivalent plane bulkheads; the lengths of the main transverse compartments and the weathertight arrangements at the forward end; tunnels, recesses and steps shall be shown in plan and elevation and typical sections of the double bottom shall be given, and
(ii) subdivision coefficients and particulars on forms BH2 and BH2A, calculations of equivalent plane bulkheads, allowances for local subdivision, flooding calculations and curves and the particulars required to enable the Board to determine whether a detailed calculation of permeability is required under clause 3(b)(i)(B) and paragraph 8(b).

Floodable and Permissible Lengths

2 Subject to section 6 of this Schedule, the length of a compartment shall not exceed its permissible length; the permissible length of a compartment having its centre at any point shall be the product of the floodable length at that point and the factor of subdivision of the ship; to enable the permissible length of compartments to be determined, it will be necessary to develop flooding curves that will indicate the floodable length at any point in the ship; flooding curves should be developed by a method of calculation that takes account of the form, draught and other characteristics of the ship; the method described in Division IV of this Schedule should normally be used; if, however, the ship is of such unusual form that this method is not sufficiently accurate, the Board may permit the use of an alternative method of calculation.
DIVISION II

All Ships Referred to in Section 8 of Part I Except Ships of Class II and Class III Specified in Division III of this Schedule

3 The assumptions of permeability, which shall be taken into account in determining the floodable length at any point in ships to which this Division applies, shall be as follows:

(a) machinery space:

(i) in the case of ships not propelled by internal combustion engines, the assumed average permeability throughout the machinery space shall be determined by the following formula:

80 + 12.5 ((a - c)) ÷ v
where


= volume of the passenger spaces and crew spaces below the margin line within the limits of the machinery space;


= volume of the between deck spaces below the margin line within the limits of the machinery space which are appropriated to cargo, coal or stores; and


= volume of the machinery space below the margin line,

(ii) in the case of ships propelled by internal combustion engines, the average permeability throughout the machinery space shall be taken as five greater than that given by the aforesaid formula, and
(iii) in any case in which the average permeability throughout the machinery space, as determined by detailed calculation, is less than that given by the aforesaid formula, the calculated value may be substituted; for the purposes of such calculation, the permeability of passenger spaces and crew spaces shall be taken to be 95, that of all spaces appropriated for cargo, coal or stores shall be taken to be 60, and that of double bottom, oil fuel and other tanks forming part of the structure of the ship shall be taken to be 95 or such lesser figure as the Board may approve in the case of that ship; and

(b) portions before and abaft the machinery space:

(i) the assumed average permeability throughout the portions of the ship before and abaft the machinery space shall be determined:

(A) by the following formula:

63 + 35 a ÷ v
where


= volume of the passenger spaces and crew spaces which are situated below the margin line before or abaft the machinery space, as the case may be; and


= volume of the portion of the ship below the margin line before or abaft the machinery space, as the case may be, or

(B) if the Board so determines in the case of any ship, after receipt of a plan of the ship showing the watertight subdivisions thereof, by detailed calculation, for the purpose of which the permeability of spaces shall be assumed to be as follows:
passenger spaces 95
crew spaces 95
spaces appropriated to machinery 80
spaces appropriated to cargo, coal, stores or baggage rooms 60
tanks forming part of the structure of the ship and double bottoms 95,
or such lesser figure as the Board may permit in the case of any ship; and

(ii) for the purposes of this section, a space within a passenger space or crew space shall be deemed to be a part thereof unless it is appropriated for other purposes and is enclosed by permanent steel bulkheads.

Factor of Subdivision

4 (1) Subject to subsection (4), in the case of ships the length of which is 131 m or more, the factor of subdivision F shall be determined by the following formula:

F = A - ((A - B) (Cs - 23)) ÷ 100
where

A and B 
are respectively determined in accordance with subsection (5) and Cs is the criterion numeral determined in accordance with section 5 of this Schedule, provided that where in the case of any ship the factor F is less than 0.4 and the Board is satisfied that it is impracticable to apply the factor F in determining the permissible length of a compartment appropriated for machinery, the Board may allow an increased factor not exceeding 0.4 to be applied to that compartment.

(2) Subject to subsection (4), in the case of ships the length of which is less than 131 m but not less than 79 m having a criterion numeral of not less than
(3574 - 25L) ÷ 13
(hereinafter in this section referred to as S), the factor of subdivision F shall be determined by the following formula:

F = 1 ((1 - B) (Cs - S)) ÷ (123 - S)
where


is the factor determined in accordance with subsection (5) and Cs is the criterion numeral determined in accordance with section 5 of this Schedule.

(3) In the case of ships the length of which is less than 131 m but not less than 79 m and having a criterion numeral less than S or in the case of ships the length of which is less than 79 m the factor of subdivision shall be unity.

(4) In the case of a ship of any length which is intended to carry a number of passengers exceeding 12 but not exceeding
L2 ÷ 650 or 50
whichever is the lower, the factor of subdivision shall be determined in the manner provided in subsection (3).

(5) For the purposes of this subsection the factors A and B shall be determined by the following formulae:
A = 58.2 ÷ (L - 60) + 0.18 (where L = 131 and upwards)
B = 30.3 ÷ (L - 42) + 0.18 (where L = 79 and upwards).

Criterion of Service

5 The criterion numeral for ships to which this Division applies shall be determined by the following formulae:
When P1 is greater than P
Cs = 72 (M + 2P1) ÷ (V + P1 - P)
and in all other cases

Cs = 72 (M + 2P) ÷ V
where

Cs 
= the criterion numeral;


= the volume of the machinery space, with the addition thereto of the volume of any permanent oil fuel bunkers which may be situated above the inner bottom and before or abaft the machinery space;


= the volume of the passenger spaces and crew spaces below the margin line;


= the volume of the ship below the margin line;


= number of passengers which the ship is intended to carry; and

P1 
= 0.056LN

provided that:

(a) where the value of 0.056LN is greater than the sum of P and the whole volume of the passenger spaces above the margin line, the figure to be taken as P1 shall be that sum or 0.037LN whichever is the greater;
(b) values of Cs less than 23 shall be taken as 23; and
(c) values of Cs greater than 123 shall be taken as 123.

Special Rules for Subdivision

6 (1) Compartments exceeding the permissible length:

(a) a compartment may exceed its permissible length provided that the combined length of each pair of adjacent compartments to which the compartment in question is common does not exceed either the floodable length or twice the permissible length, whichever is the lesser;
(b) if one compartment of either of such pairs of adjacent compartments is situated inside the machinery space, and the other compartment thereof is situated outside the machinery space, the combined length of the two compartments shall be adjusted in accordance with the mean average permeability of the two portions of the ship in which the compartments are situated;
(c) where the lengths of two adjacent compartments are governed by different factors of subdivision, the combined length of the two compartments shall be determined proportionately; and

(d) where in any portion of a ship bulkheads required by these Regulations to be watertight are carried to a higher deck than in the remainder of the ship, separate margin lines may be used for calculating the floodable length of that portion of the ship, if

(i) the two compartments adjacent to the resulting step in the bulkhead deck are each within the permissible length corresponding to their respective margin lines and, in addition, their combined length does not exceed twice the permissible length determined by reference to the lower margin line of such compartments, and
(ii) the sides of the ship are extended throughout the ship’s length to the deck corresponding to the uppermost margin line and all openings in the shell plating below that deck throughout the length of the ship comply with the requirements of section 19 as if they were openings below the margin line.

Additional Subdivision at Forward End

(2) In ships 131 m in length and upwards, the watertight bulkhead next abaft the collision bulkhead shall be fitted at a distance from the forward perpendicular that is not greater than the permissible length appropriate to a compartment bounded by the forward perpendicular and such bulkhead.
Steps in Bulkheads

(3) If a bulkhead required by these Regulations to be watertight is stepped, it shall comply with one of the following conditions:

(a) in ships having a factor of subdivision not greater than 0.9, the combined length of the two compartments separated by such bulkhead shall not exceed 90 per cent of the floodable length or twice the permissible length, whichever is the lesser; in ships having a factor of subdivision greater than 0.9, the combined length of the two compartments shall not exceed the permissible length;
(b) additional subdivision is provided in way of the step to maintain the same measure of safety as that secured by a plane bulkhead; or
(c) the compartment over which the step extends does not exceed the permissible length corresponding to a margin line taken 76 mm below the step.

Recesses in Bulkheads

(4) If any part of a recess lies outside vertical surfaces on both sides of the ship situated at a distance from the shell plating equal to one fifth of the breadth of the ship and measured at right angles to the centre line at the level of the deepest subdivision load water line, the whole of such recess shall be deemed to be a step in a bulkhead for the purposes of subsection (3).
Equivalent Plane Bulkheads

(5) Where a bulkhead required by these Regulations to be watertight is recessed or stepped, an equivalent plane bulkhead shall be assumed in determining the subdivision.
Minimum Spacing of Bulkheads

(6) If the distance between two adjacent bulkheads required by these Regulations to be watertight, or their equivalent plane bulkheads, or the distance between transverse planes passing through the nearest stepped portions of the bulkheads, is less than 0.03L + 3.05 m, or 10.67 m, or 0.1L, whichever is the least, only one of those bulkheads shall be regarded as forming part of the subdivision of the ship; for Class V and Class VIII vessels, this minimum spacing shall be applicable between peak bulkheads.
Allowance for Local Subdivision

(7) Where in any ship a main transverse watertight compartment contains local subdivision and the Board is satisfied that, after any assumed side damage extending over a length of 0.03L + 3.05 m, or 10.67 m, or 0.1L, whichever is the least, the whole volume of the main compartment will not be flooded, a proportionate allowance may be made in the permissible length otherwise required for such compartment; in such a case the volume of effective buoyancy assumed on the undamaged side shall not be greater than that assumed on the damaged side.

DIVISION IIIShips of Class II and Class III to which Section 8 of Part I Applies That Are Permitted by the Board, in Exercise of its Power under Subsection 7(6) of the Life Saving Equipment Regulations to Carry Persons in Excess of the Lifeboat Capacity Provided on Board

General Rules for Subdivision

7 Subject to the modifications set forth in this Division, the maximum length of compartments in ships to which this Division applies shall be determined as if they were ships to which Division II applies.
Assumption of Permeability in Portions Before and Abaft the Machinery Space

8 In ships to which this Division applies, the assumed average permeability throughout the portions of the ship before and abaft the machinery space shall be determined

(a) by the following formula:

95 - 35b ÷ v
where

b = 
the volume of the spaces that are situated below the margin line before or abaft the machinery space, as the case may be, and above the tops of floors, inner bottom, or peak tanks, and which are appropriated for use as coal or oil fuel bunkers, store rooms, baggage rooms, mail rooms, chain lockers or fresh water tanks and of spaces appropriated for cargo if the Board is satisfied the greater part of the volume of the space is intended to be occupied by cargo; and

v = 
v =the volume of the portion of the ship below the margin line before or abaft the machinery space, as the case may be; or

(b) if the Board so determines in the case of any ship, after receipt of a plan of the ship showing the watertight subdivision thereof, by detailed calculation, for the purpose of which the permeability of spaces shall be assumed to be as follows:
passenger spaces 95
crew spaces 95
spaces appropriated to machinery 80
spaces appropriated to bunker coal, stores or baggage rooms 60
spaces appropriated to cargo, tanks forming part of the structure of the ship and double bottoms 95,
or such lesser figure as the Board may permit in the case of any ship.

Factor of Subdivision

9 (1) Subject to this section, the factor of subdivision of ships to which this Division applies shall be the factor determined in the manner provided in section 4 of this Schedule, or 0.5 whichever is the lesser, provided that if the Board is satisfied in the case of any ship, the length of which is less than 91.5 m, that it is impracticable to apply that factor to any compartment it may allow a higher factor to be applied to that compartment.

(2) If in the case of any ship to which this Division applies the Board is satisfied that the quantity of cargo to be carried in the ship will be such as to render impracticable the application abaft the collision bulkhead of a factor of subdivision not exceeding 0.5, the factor of subdivision of the ship shall be determined as follows:

(a) in the case of ships the length of which is 131 m and upwards, by the formula:
F = A - ((A - BB) (Cs - 23)) ÷ 100

(b) in the case of ships the length of which is less than 131 m but not less than 55 m, and having a criterion numeral not less than S1, by the formula:
F = 1 ((1 - BB) (Cs - S1)) ÷ (123 - S1)

for the purposes of the above formulae:
A = 58.2 ÷ (L - 60) + 0.18 (where L = 131 m and upwards)
BB = 17.6 ÷ (L - 33) + 0.20 (where L = 55 m and upwards)
S1 = (3712 - 25L) ÷ 19

Cs 
= the criterion numeral determined in accordance with section 5 of this Schedule where P1 has the following values:
(i) 0.56LN or 3.55N whichever is the greater for berthed passengers,
(ii) 3.55N for unberthed passengers, and
(iii) in the case of ships the length of which is less than 131 m but not less than 55 m and having a criterion numeral less than S1, and of all ships the length of which is less than 55 m, the factor of subdivision shall be unity.

DIVISION IV

Flooding Curves and Tables

10 In accordance with section 2 of this Schedule, the method described in this Division should generally be adopted to develop flooding curves to indicate the floodable length at any point in the ship; for the purpose of this method, the floodable length is expressed as a percentage of the length of the ship.
Definitions and Notes

11 In this Division,

(a) except where otherwise stated,

(i) all linear measurements shall be in metres,
(ii) all area measurements shall be in square metres, and
(iii) all volumes shall be in cubic metres and calculated to moulded lines;

(b) the load waterplane is that used in determining the subdivision of the ship, and is drawn parallel to the keel;
(c) the margin line for a ship of standard form consists of two ordinary parabolas, each with apex at amidships and axis vertical, passing, at amidships and at the ends, through points 76 mm below the surface of the bulkhead deck at side;
(d) the corrected margin line, if the actual margin line either forward or aft is not of ordinary parabolic formFootnote * or if its lowest point is not at amidships, a margin line of ordinary parabolic form shall be drawn with its apex amidships level with the lowest point of the actual margin line, and intersecting the latter either at a point one quarter of the ship’s length from amidships or at the perpendicular according as the actual sheer at the perpendicular is respectively greater or less than four times the actual sheer at the one-quarter length position, (see Fig. A in this Schedule);
(e) the perpendiculars are taken at the extreme ends of the subdivision load water line;
(f) amidships is the middle of the length between the perpendiculars;
(g) the mean waterplane is midway between the load water plane and that drawn parallel thereto touching the lowest point of the margin line;
(h) the length of the ship (L) is the length of a ship measured between the perpendiculars taken at the extremities of the deepest subdivision load water line, (section 2); no adjustment to this length will, as a general rule, be necessary unless the sectional area at the after perpendicular exceeds one tenth of the midship sectional area, in which case full particulars shall be submitted in order that an equitable length may be determined;
(i) the breadth of the ship (B) is the greatest moulded breadth at or below the ship’s deepest subdivision load water line, (section 2);
(j) the draught (d) is the vertical distance from the moulded base line amidships to a subdivision load water line, (section 2);
(k) the freeboard (f) is the vertical distance amidships from the subdivision load water line to the margin line (corrected as necessary);
(l) the block coefficient of fineness of displacement to the subdivision load water line shall be determined as follows: volume of displacement to moulded lines divided by (L.B.d.);
(m) the freeboard ratio (f ÷ d) is the ratio between the freeboard (f) and the draught (d);
(n) the sheer ratio forward or aft is the ratio of the sheer of the margin line (corrected as necessary) at the forward or after perpendicular respectively, measured from the horizontal line through the lowest point of the margin line (corrected as necessary), to the draught;
(o) the mean waterplane area coefficient (a) is the actual area of mean waterplane divided by L × B;
(p) the mean waterplane moment of inertia coefficient (n) is the actual moment of inertia of mean waterplane about a transverse axis through its centre of flotation divided by L3 × B;
(q) the sectional area coefficient (ß) for any transverse section is the actual area of that section up to the margin line divided by B × d;
(r) the Standard Diagrams of Floodable Lengths, etc. (or Plates) are as set out in section 12 of this Schedule and the Plates referred to are the numbered Diagrams in that section.

Return to footnote *A margin or ordinary parabolic form is one in which the sheer forward and aft measured at points 1/8, 1/4 and 3/8 of the length of the ship from the perpendicular is 9/16, 1/4 and 1/16 respectively of the sheer at the perpendicular.

General Description of Method

12 

(a) In determining the floodable length, a uniform average permeability shall be used throughout the whole length of each of the following portions of the ship below the margin line :

(i) the machinery space,
(ii) the portion forward of the machinery space, and
(iii) the portion abaft the machinery space;

(b) the assumptions of permeability appropriate to each Class of ship, which shall be taken into account for each of the above portions of the ship, are laid down in sections 3 and 8 of this Schedule;
(c) for a given ship, therefore, three flooding curves must in general be drawn more or less completely, corresponding to the three different permeabilities, the significant part of each curve depending on the position of the bulkheads bounding the machinery space;
(d) the size and shape of a flooding curve depend principally on the freeboard ratio and on the assumed permeability; they depend, also, to a smaller extent, on the character of the lines of the vessel and on the sheer of the margin lines forward and aft; using the same vertical and horizontal scales for percentage of length, the ends of a flooding curve terminate on straight lines drawn through points in the base line representing the position of the fore and after perpendiculars, at an angle θ, where tan θ = 2; these lines are called the forward and after terminals respectively;

(e) in order to determine curves of floodable length for any ship the Standard Diagrams should be used; these give floodable lengths (for the two permeabilities 60 per cent and 100 per cent), for a definite standard family of ship forms of differing block coefficients, freeboard ratios and sheer ratios; the floodable lengths obtained are in every case to be set off at right angles to the base line of the floodable length curve; for the two permeabilities mentioned, the curves of floodable length for any vessel of the standard form can be obtained directly from the cross curves given in the Plates, by the method indicated on Plate II; while for any other permeability the appropriate curve may be obtained (including terminal points) as follows:
if 11 be the floodable length at the point considered for permeability 100 per cent and 12 be the floodable length at the point considered for permeability 60 per cent then the floodable length 13 at that point for a permeability µ will be given by
13 = 11 + 3 ÷ 2 (12 - 11) (100 ÷ µ - 1)

(f) a convenient method of arranging the work to obtain the required curves is indicated in Specimen 2;
(g) if the ship under consideration conforms to standard type, that is to say, if the coefficients (see Specimen 1) agree with those given on Plates XXVI and XXVII for the standard form, the floodable length curve determined as above will hold good for the ship; if, however, there are differences in these respects, the curve obtained as above should be modified as follows:

let A, Fig. 1, mark the fore-and-aft position of the centre of flotation of mean waterplane of the standard form, and A1, that of the corresponding point for the ship under consideration, the horizontal distance between them being mL; take any point P on the standard form curve, distant χ from A, the ratio
(χ ÷ L)
being represented by p, so that the value of p varies according to the position of P; the longitudinal position of the point P1, on the new curve, corresponding to the point P on the old, is given by
χ1 = χ × n1 ÷ n × a ÷ a1 ÷ (1 ± m ap ÷ n)
where n and n1 are the moment of inertia coefficients of the mean water plane of the standard form and the new form respectively; the length of the ordinate M1 p1 is given by
M1 P1 = MP × a1 ÷ a x ß ÷ ß1 x (1 ± m ap ÷ n)
where a and a1 are the area coefficients of the mean water planes of the standard form and the new form respectively and ß and ß1 are the sectional area coefficients of the standard form and the new form respectively at MP and M1P1; the sign to be used in the last factor of the above expressions will be + when the centre of flotation of the mean water plane of the new form is before, and - when it is abaft, that of the standard form for sections forward of the centre of flotation, and the opposite sign for sections abaft the centre of flotation; this work may be conveniently arranged as in Specimen 3;
GRAPHIC IS NOT DISPLAYED, SEE C.R.C., C. 1431, P. 12150 AND 12151

(h) the coefficients required for a new ship may be conveniently recorded as indicated in Specimen 1, while the similar information for standard form is given on Plates XXVI and XXVII;

(i) it may be noted that, if the longitudinal position of the centre of flotation of mean water plane does not materially differ from that of the corresponding standard form, the factor
(1 ± m ap ÷ n)

may without material error be omitted for both length of ordinate and its position;
(j) the curves of permissible length are obtained from the curve of floodable length by using the appropriate factor of subdivision and it will be noted that these curves will not extend at the ends of the terminal lines; they can, however, be drawn in when required with sufficient accuracy, by means of the construction shown in Fig. 2; make A B = 2 A D, and B C = 4 D E, A being the lowest point of the curve of permissible length, and A B horizontal; then a fair curve may be drawn through A E C to meet the terminal line as shown in the diagram.

FLOODING CALCULATION Criterion Numeral, Factor of Subdivision, Average Permeabilities

Name of Ship

Builders and No. of Ship

Name of Owners

Class under the Hull Construction Regulations

Passenger Certificate required

Intended Service

Classification Society

Loadline Assignment by

Ships to which Part I of the Hull Construction Regulations applies, other than ships to which Division III of Schedule I of those Regulations applies.

Criterion Numeral (CS)

m3

Subdivision Length (L)=
m
From summary
Volume of Ship (V) =

No. of Passengers (N)=

Volume of Machinery Space (M) =

P1 = 0.056LN =
m3

Volume of Passenger and Crew Space (P) =

(1) P1 greater than P
(2)  P1 not greater than P

Cs = 72
((M + 2P1)) ÷ ((V + P1 - P) )
=
Cs = 72
((M + 2P1)) ÷ ((V) )
=

section 5Footnote for *

Return to footnote  *The sections referred to above are those of Schedule I to the Hull Construction Regulations.
Factor of Subdivision (F)

(1) L = 131 m and upwards.
Factor from Curve A :A = 58.2 ÷ (L - 60) + 0.18 =

Factor from Curve B :B = 30.3 ÷ (L - 42) + 0.18 =

Required Factor :F = A - ((A - B) (Cs 23)) ÷ 100 =

subsection 4(1)Footnote for *

(2) L = Less than 131 m and not less than 79 m (Cs not less than S)
S = (3574 - 25L) ÷ 13 = Required Factor: F = 1 - ((1 - B) (Cs - S)) ÷ (123 - S) =
subsection 4(2)Footnote for *

When Cs is less than S and in all ships less than 79 m in length the subdivision is to be governed by the factor unity.
subsection 4(3)Footnote for *

(3) In the case of a ship, of any length, that is intended to carry a number of passengers exceeding 12 but not exceeding L2 ÷ 650  or 50, whichever is the lower, the subdivision is to be governed by the factor unity.
subsection 4(4)Footnote for *

Return to footnote  *The sections referred to above are those of Schedule I to the Hull Construction Regulations.
Average Permeability (M) of After End

Passenger Spaces and Crew Spaces
(a) Footnote for † Footnote for ‡‡

Whole Volume of

or Other Spaces
(b) Footnote for ‡

after End

Compartment
Identification Measurements
Volume m3

Longitudinal Extent
Volume m3

Length
Breadth
Depth

Abaft Bulkhead

No

(1) Total (V) =

µ = 63+35a ÷ vFootnote for † =

Footnote for ‡‡ =

or95-35 b ÷ vFootnote for † =

(a) Footnote for †

(4) Total or

Footnote for ‡‡ =

F.P.= (100 - µ) ÷ µ x 1.5 =

(b) Footnote for ‡

Return to footnote †Ships to which Part I of the Hull Construction Regulations applies other than ships to which Division III of Schedule I to those Regulations applies.
Return to footnote ‡Ships to which Division III of Schedule I to the Hull Construction Regulations  applies.
Return to footnote ‡‡Delete parts not required.

Average Permeability (M) of Forward End

Passenger Spaces and Crew Spaces
(a) Footnote for † Footnote for ‡‡

Whole Volume of

or Other Spaces
(b) Footnote for ‡

forward End

Compartment
Identification Measurements
Volume m3

Longitudinal Extent
Volume m3

Length
Breadth
Depth

Abaft Bulkhead

No

(2) Total (V) =

µ = 63+35a ÷ vFootnote for † =

Footnote for ‡‡ =

or95-35 b ÷ vFootnote for † =

(a) Footnote for †

(5) Total or

Footnote for ‡‡ =

F.P.= (100 - µ) ÷ µ x 1.5 =

(b) Footnote for ‡

Return to footnote †Ships to which Part I of the Hull Construction Regulations applies other than ships to which Division III of Schedule I to those Regulations applies.
Return to footnote ‡Ships to which Division III of Schedule I to the Hull Construction Regulations applies.
Return to footnote ‡‡Delete parts not required.

Average Permeability (M) of Machinery Space

Passenger Spaces and Crew Spaces
(a) Footnote for † Footnote for ‡‡

Whole Volume of

Space for Cargo, Coal or Stores
(c) Footnote for ‡

Machinery Space

Compartment
Identification Measurements
Volume m3

Longitudinal Extent
Volume m3

Length
Breadth
Depth

Between Bulkheads

No

(3) Total (V) =

µ = 80 + 12.5a ÷ v

{To be increased by 5 when ship is propelled by internal combustion engines}

(6) Total (a) =

F.P.= (100 - µ) ÷ µ x 1.5 =

Volume (c) =

Return to footnote †Applicable to all ships to which Part I of the Hull Construction Regulations applies.
Return to footnote ‡Applicable to all ships to which Division III of Schedule I to the Hull Construction Regulations applies.
Return to footnote ‡‡Omit parts not required

Volumes for Criterion Numeral

Permanent Oil Fuel Bunkers Before and Abaft the Machinery Space

Compartment
Volume above Inner Bottom or Line of Floors
Compartment
Volume above Inner Bottom or Line of Floors

m3

m3

Brought Forward

Carried Forward

(7) Total
=

Summary

Whole Volume (V)
Machinery Space (M)
Passenger Spaces and Crew Spaces (P)

After End
(1)
m3

Machinery Space
(3)
m3

After End
(4)
m3

Forward End
(2)
Oil Fuel Bunkers
(7)
Forward End
(5)

Machinery Space
(3)

Machinery Space
(6)

Total (V) =

Total (M) =

Total (P) =

Ships of Class Ii and Class Iii to Which Division Iii of Schedule I to the Hull Construction Regulations Applies

Criterion Numeral (CS)

Cs to be determined in accordance with the criterion numeral formula except that

No. of berthed passengers x 0.056L, or 3.55, whichever is greater =
m3

P1 =

No. of unberthed passengers x 3.55 =
m3

Factor of Subdivision (F)

(1) Required Factor: F = 0.50 (or as determined by the formula, whichever is the less in the case of ships exceeding 137.2 m in length)
subsection 9(1)Footnote for *

(2) L = 131 m and upwards
Factor from Curve A :A = 58.2 ÷ (L - 60)+ 0.18 =

Factor from Curve BB :BB = 17.6 ÷ (L - 33)+ 0.20 =

Required Factor :F = A - ((A - BB) (Cs - 23)) ÷ 100 =

paragraph 9(2)(a)Footnote for *

(3) L = Less than 131 m and not less than 55 m (Cs not less than S1)
S1 = (3712 - 25L) ÷ 19 = Required Factor: F = 1 - ((1 - BB) (Cs - S1)) ÷ (123 - S1) =
paragraph 9(2)(b)Footnote for *

When Cs is less than S1 and in all ships less than 55 m in length the subdivision is to be governed by the factor unity.
paragraph 9(2)(b)Footnote for *

Details of any claim for local subdivision under subsection 6(7) should be submitted with this form.
subsection 4(4)Footnote for *

Return to footnote *The sections referred to above are those of Schedule I to the Hull Construction Regulations.
Inspector’s Report

I have checked the Builders’ calculations that are required for the purpose of ascertaining the criterion numeral, factor of subdivision and permeabilities, and am satisfied that the results shown on this form are correct.
Signature of Inspector
Port
Date
FORM B.H.2
FLOODING CALCULATION Dimensions, Coefficients of Form

Name of ShipBuilders and No. of Ship

Subdivision Length (L) = m
Freeboard to Margin Line†(f) = m

Freeboard Ratio(f) ÷ (d) =
Average Permeability (µ)

Subdivision Breadth(B) = m
Subdivision Draft(d) = m

After End
Machinery Space
Forward End

Moulded Depth(D) = m
Sheer of Margin Line Forward† (Sf) = m

Sheer Ratio Forward (Sf) ÷ (d) =

Subdivision Depth(d+f) = m
Sheer of Margin Line Aft† (Sa) = m

Fall in Sheer (if any) = m
Criterion Numeral (B.H.2A)(Cs) = m

Sheer Ratio Aft(Sa) ÷ (d) =

Thickness of Bulkhead Deck = m

Factor of Subdivision (F) =

Block Coefficient
Coefficient of Mean Waterplane

*Volume of Displacement ÷ (L × B ×d) =

a1 = Area ÷ (L × B) =

n1 = L. Mmt.Inertia ÷ (L3 × B)
Centre of Flotation Forward ÷ Aft of Amidships = m

= per cent of L

Sectional Area Coefficients(ß1) Area of Section to Corrected Margin Line* ÷ (B × d)

Ordinate from After Perpendicular (per cent of L):
0
10
15
20
30
40
45
50
60
70
80
85
90

Coefficient

* Inclusive of shaft bossing.
INSPECTOR’S REPORT

† As corrected.
I have carefully checked the Builders calculations and am satisfied that the particulars shown on this Form are correct.

Note: - For definitions, see section 2 of the Hull Construction Regulations and Divisions I and IV of Schedule I.
Signature of Inspector

SISTER SHIPS (IF ANY)
Port

Name of Ship
Builders and No. of Ship
Date

GRAPHICS NOT DISPLAYED, SEE C.R.C., C. 1431, P. 12158, 12160, 12162, 12166 to 12169; SOR/95-254, s. 29.

SOR/78-128, s. 1;
1987, c. 7, s. 84(F);
SOR/95-254, ss. 27 to 29, 33;
SOR/2002-220, s. 9.

SCHEDULE II(ss. 12 and 32)Stability in Damaged Condition

Calculations of Stability in Damaged Condition

1 The sufficiency of intact stability of every ship to which Part I of these Regulations applies shall be determined by calculation, which has regard to the design and construction of the ship and the damaged compartments and is in accordance with the following assumptions:

(a) the ship shall be assumed to be in the worst condition as regards stability that is likely to be experienced having regard to the intended service of the ship;

(b) the volume permeabilities and surface permeabilities shall be assumed to be as follows:

Spaces
Permeability

Appropriated to cargo, coal or stores
60

Appropriated to accommodation for passengers and crew
95

Appropriated to machinery
85

Appropriated to liquids
0 or 95, whichever results in the more onerous requirements;

(c) the minimum extent of damage shall be assumed to be as follows:

(i) longitudinal extent: 3.05 m plus 3 per cent of the length of the ship, or 10.67 m, or 10 per cent of the length of the ship, whichever is the least,
(ii) transverse extent: 20 per cent of the breadth of the ship (measured inboard from the ship’s side at right angles to the centre line at the level of the deepest subdivision load water line),
(iii) vertical extent: from the top of the double bottom up to the margin line,
(iv) if any damage of lesser extent than that indicated in subparagraphs (i), (ii) and (iii) would result in a more severe condition regarding heel or loss of metacentric height, such damage shall be assumed for the purposes of the calculation;

(d) where the ship is fitted with decks, inner skins or longitudinal bulkheads of sufficient tightness to restrict the flow of water, regard shall be had to such restrictions in the calculation.

Sufficiency of Stability in Damaged Condition

2 The intact stability of the ship shall be deemed to be sufficient if the calculation mentioned in section 1 shows that, after the assumed damage and after equalization measures have been taken, the final condition of the ship is as follows:

(a) in the event of unsymmetrical flooding, the metacentric height is positive;
(b) in the event of unsymmetrical flooding, the heel does not exceed seven degrees, except that in special cases the Board may allow additional heel, but in no case shall the final heel exceed 15 degrees; and
(c) in the event of unsymmetrical flooding, the margin line is not submerged.

3 Automatic equalization measures are preferable and complete details in this regard shall be submitted with the calculations; all pipes concerned shall be of suitable area to permit rapid counter flooding; where air and filling or overflow pipes are led to a common main, care shall be taken that in the event of damage there is no leakage to intact compartments through these or any other pipes.

SOR/95-254, s. 30.

SCHEDULE III
[Repealed, SOR/95-254, s. 31]