Hull Construction Regulations

Regulations Respecting the Construction of Hulls of Steamships These Regulations may be cited as the Hull Construction Regulations. In these Regulations, ‘A’ Class division[Repealed, SOR/2017-14, s. 400] accommodation space includes passenger spaces, crew space, offices, pantries, and space similar to any of the foregoing not being service spaces or open spaces on deck; (locaux habités) approved means approved by the Board; (approuvé) ‘B’ Class division[Repealed, SOR/2017-14, s. 400] Board means the Board of Steamship Inspection; (Bureau) breadth of the ship means the greatest moulded breadth at or below the ship’s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 means the uppermost deck up to which transverse watertight bulkheads are carried; (pont de cloisonnement) Chairman means the Chairman of the Board of Steamship Inspection; (président) combustible material[Repealed, SOR/2017-14, s. 400] control station[Repealed, SOR/2017-14, s. 400] criterion numeral, in relation to any ship, means the criterion numeral of the ship determined in accordance with the provisions of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 means the water line that corresponds to the greatest draught; (ligne de charge maximum de compartimentage) draught means the vertical distance from the moulded base line amidships to a subdivision load water line; (tirant d’eau) existing ship means a ship that is not a new ship; (navire existant) 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 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, 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without submerging any part of the ship’s margin line when the ship has no list; (longueur envahissable) hotel ship[Repealed, SOR/2017-14, s. 400] incombustible material[Repealed, SOR/2017-14, s. 400] length, in respect of a ship, means, except in Part VII, the horizontal distance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 means 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[Repealed, SOR/2017-14, s. 400] 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 means the Minister of Transport; (ministre) new ship means a Safety Convention ship the keel of which was laid on or after May 26, 1965, a ship, other than a passenger ship, that is converted to a Safety Convention passenger ship on or after May 26, 1965, a ship, other than a Safety Convention ship, the keel of which was laid on or after February 7, 1958, a ship that is converted to a passenger ship, other than a Safety Convention passenger ship, on or after February 7, 1958, and a ship that is transferred to registry in Canada after February 7, 1958; (navire neuf) passenger means any person carried on a ship, but does not include a person carried on a Safety Convention ship who is 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 a child under one year of age, a person carried on a ship that is not a Safety Convention ship who is 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, the owner or charterer of the ship, a member of his family or a servant connected with his household, 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 a child under one year of age, or 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 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 means space provided for the use of passengers; (espace à passagers) 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[Repealed, SOR/2017-14, s. 400] radiotelegraph room[Repealed, SOR/2000-264, s. 1] Safety Convention ship means a ship to which the Safety Convention applies; (navire ressortissant à la Convention de sécurité) 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[Repealed, SOR/95-254, s. 1] 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[Repealed, SOR/2017-14, s. 400] steamship means a ship propelled by machinery; (navire à vapeur) 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 means, except in Part VIII, a decked structure above the bulkhead deck extending from side to side of the ship, or 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, 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, 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) These Regulations do not apply to vessels to which the Vessel Construction and Equipment Regulations apply; and fishing vessels. Parts I, II and VII of these Regulations apply to new ships; and to existing ships in so far as, in the opinion of the Board, is reasonable and practicable. [Repealed, SOR/2017-14, s. 401] Part VII applies to all passenger and non-passenger ships. 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. In addition to the requirements of these Regulations, vessels making international voyages shall comply with the Safety Convention. Notwithstanding anything in these Regulations, 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 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. For the purposes of these Regulations, passenger ships are classified as follows: Class I, consisting of steamships certified to carry more than 12 passengers on international voyages that are not short international voyages; Class II, consisting of steamships certified to carry more than 12 passengers on short international voyages; 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; Class IV, consisting of steamships certified to carry passengers on home-trade voyages, Class III, that are not international voyages; Class V, consisting of steamships certified to carry passengers on home-trade voyages, Class IV, that are not international voyages; Class VI, consisting of steamships certified to carry passengers on inland voyages, Class I; Class VII, consisting of steamships certified to carry passengers on inland voyages, Class II, or minor waters voyages, Class I; and Class VIII, consisting of steamships certified to carry passengers on minor waters voyages, Class II. 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. The structural strength of every ship to which these Regulations apply shall be sufficient for the service for which the ship is intended. This Part applies to the following classes of ships if those ships are carrying more than 12 passengers: steamships of Class I and Class II; and steamships of 150 tons, gross tonnage, or over, that are ships of Class III or Class IV. 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. Subject to subsection (1.1), every ship shall be equipped with a collision bulkhead that is watertight up to the bulkhead deck, and 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. 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 be fitted directly over the collision bulkhead below, unless 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 the part of the bulkhead deck which forms the step is made weathertight, and 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. 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. 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. Every ship of 50 m in length or more shall be fitted with a watertight double bottom that 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; 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 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. 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. 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. 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. 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. 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. 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. 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. 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. 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. 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 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 that the margin line will not be submerged in the final stage of flooding. 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. In every ship the owner shall provide a document for the use of the master of the ship containing 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 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. 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: the pressure of a head of water up to the margin line; or the pressure of the maximum head of water. 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. 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. 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. 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. 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. 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 the doorways are necessary for the proper working of the ship; 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 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. In every ship 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 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. valves and cocks not forming part of a pipe system shall not be fitted in any bulkhead required to be watertight; 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 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. In every ship efficient means shall be provided for closing and making watertight all openings in bulkheads and other structures required to be watertight. 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 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 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. 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. Hinged watertight doors shall be fitted with catches capable of being worked from each side of the bulkhead in which the door is fitted. 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. Watertight doors fitted in bulkheads between permanent and reserve bunkers, other than the doors referred to in subsection 16(3), shall always be accessible. 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: 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 if the number of such doors does not exceed five, 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 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. 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. 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. 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. 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. Where these Regulations require that the opening and closing of the sliding watertight doors of a ship be operated by power, there shall be at least two sources of power for opening and closing all such doors simultaneously; 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; 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; 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. 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. 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. 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. 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. 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. 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. 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. 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. 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. Where screw gear is used for operating such a door, the screw shall work in a nut of suitable non-corrodible metal. 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. 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. 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. 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. Every watertight coal-bunker door shall be provided with screens or other devices to prevent coal from interfering with its closing. 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. 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. 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. In every ship of 150 tons, gross tonnage, or over, 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; 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; 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; 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 similar notices shall be posted in the spaces within which such side scuttles are situated. 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. 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. Automatic ventilating side scuttles shall not be fitted below the margin line in the shell plating of any such ship. 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; 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 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 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; 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; 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; 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; 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; all discharge pipes led through the shell plating below the margin line and the valves relating thereto shall be protected from damage; 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; 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; 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 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. 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. 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. 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. 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 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; in the case of ships of Class III and Class IV, if there is only one subdivision load line, it shall be identified with the letter C, and 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; 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 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. 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. This Part applies to the following classes of ships that carry more than 12 passengers: Group A comprising all ships of Class III and Class IV that are 50 tons, gross tonnage, and less than 150 tons, gross tonnage, all ships of Class VI and Class VII that are 75 tons, gross tonnage, or over, and ships of Class V and Class VIII that are not ferry vessels and are 75 tons, gross tonnage, or over; and Group B comprising all ships of Class V and Class VIII that are ferry vessels. 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. Every Group A ship shall be subdivided as follows: 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; 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; 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; 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 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. Every Group B ship 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; 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 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. 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 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. 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. 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. 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. Where a main transverse bulkhead is recessed or stepped, an equivalent plane bulkhead shall be used in determining the subdivision. The requirements for double bottoms as specified in section 11 of Part I apply to the ships of this Part. 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.

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. 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. The requirements of sections 14 to 18 respecting openings in watertight bulkheads, means of closing openings in watertight bulkheads, etc., means of operating sliding watertight doors, signals and communications for watertight doors, and 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. 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. 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. 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. 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). 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. [Repealed, SOR/2017-14, s. 402] In this Part, length, in respect of a ship, means, in the case of a ship that is registered under the Act or required by the Act to be registered, 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, 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 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 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. Sections 80, 81 and 98 do not apply to a ship to which Part VIII applies. The provisions of section 81 regarding stability tests in the undamaged condition apply to all passenger ships that make international voyages and any other passenger ship for which such provision is deemed necessary by the Board; and 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. All stability tests shall be conducted in the presence of and to the satisfaction of a steamship inspector. 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. 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. If the following plans have not been previously submitted, they shall be made available at the time of the stability test: hydrostatic curves including cross curves of stability and curves of righting levers for the various conditions; capacity plan showing capacities and vertical and longitudinal centres of gravity of cargo spaces, tanks, etc.; tank sounding tables; and draught mark locations. 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. 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. 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. 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. 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. 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. 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. Subject to subsection (2), sections 82.2, 82.3 and 82.4 apply to every Canadian ship of which the keel is laid, of which construction of the hull is commenced, that is registered as a Canadian ship, or that is modified or converted on or after October 1, 1981. Sections 82.2, 82.3 and 82.4 do not apply to a Canadian ship of which the keel was laid, of which construction of the hull was commenced, or 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. 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. 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. 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. 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 green light that remains continuously lit as long as the closing appliance on the opening is closed and effectively secured; and a flashing red light and associated audible alarm that operate concurrently when leakage from the opening is detected by the sensing device. Paragraph (3)(b) does not apply to an opening that is located in an accessible area of a continuously manned space. Where any cargo ports and other access openings above the bulkhead deck are located in the ship’s side, or 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. 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. 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. 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. 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. 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. 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: 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; the following shall be fitted to each tank, namely, wash plates, if required, doublers or striking plates, under all sounding pipes, in the case of riveted construction, drip trays, and manholes whose covers are secured by 16-mm studs spaced apart at a distance of 70 mm or less, centre to centre; if drains are fitted, they shall be of the weighted-lever or other self-closing type; every air pipe to a tank shall be carried well above deck, have an outlet that is in a safe location, and 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 have a net area that 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 in any other case, is at least equal to the effective area of the corresponding filling pipe; and 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. [Repealed, SOR/2017-14, s. 404] [Repealed, SOR/2021-135, s. 54] 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. 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. 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. 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. 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. 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. 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. 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. 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. [Repealed, SOR/95-254, s. 8] [Repealed, SOR/95-254, s. 9] This section applies to every new ship that is subject to inspection, and that had its keel laid on or after April 27, 1961. [Repealed, SOR/2002-220, s. 4] 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. Stops for the rudder shall be provided and strongly secured to the deck in the way of the tiller or quadrant. 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. This section applies to every ship that is subject to inspection and that had its keel laid before April 27, 1961. Every ship shall be provided with suitable steering gear and in so far as is reasonably practicable with auxiliary steering gear consisting of relieving tackle; auxiliary power; or hand-steering gear, attached to the rudder stock independently of the main steering gear. 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. 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. 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. 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. 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. 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. [Repealed, SOR/2017-14, s. 405] Plate glass having a minimum thickness of 6 mm shall be fitted in the wheelhouse windows of all new ships certified for making home-trade voyage, Class IV; inland voyage, Class II; minor waters voyage, Class I; and minor waters voyage, Class II. 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. 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. 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. [Repealed, SOR/95-254, s. 11] In this Part, 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 means the foremost one-third length of a ship, in the case of a ship 15.25 m in length or under, 5.2 m of a ship, in the case of a ship over 15.25 m but under 21.35 m in length, and one-quarter length of a ship, in the case of a ship 21.35 m in length or over; (partie avant) breadth means the maximum breadth of a ship, measured amidships, in the case of a ship with a metal shell, to the moulded line of the frame, and in the case of a ship with a shell of a material other than metal, to the outer surface of the hull; (largeur) 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 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 means all the main propelling machinery space of the ship; (chambre de machines) existing ship means a ship that is not a new ship; (navire existant) exterior means in direct contact with the weather; (extérieur) forecastle means a continuous superstructure extending aft from the bow; (gaillard) interior means not in direct contact with the weather; (intérieur) length has the same meaning as in Part VII; (longueur) 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 means a ship the keel of which was laid on or after April 1, 1972, 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 a ship declared by the Board to be a new ship pursuant to section 102; (navire neuf) superstructure means a decked weathertight structure extending from side to side of a ship, or 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 means to pull or push any floating object; (remorquer) 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 means capable of preventing the passage of water from exterior space to interior space in any weather condition. (étanche aux intempéries) 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. Sections 115 to 132, 138 to 141 and 143 do not apply to an existing ship until 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 in the case of a ship for which on April 1, 1972 there is no certificate in force, April 1, 1972. Where an existing ship requires modification to comply with any of sections 115 to 132, 138 to 141 or 143, the modification work shall begin on or before the date on which those sections come into force with respect to the ship; 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 be completed by April 1, 1976. 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. 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. 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. 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. Subject to section 107, no ship shall be used for towing until its stability characteristics have been approved by the Board. Subject to section 107, the owner of a ship shall arrange for an inclining experiment to be conducted on the ship in the presence of and to the satisfaction of a steamship inspector; submit to the Board in respect of the ship the following basic stability data: hydrostatic curves, cross curves of stability, a capacity plan showing the capacities of all tanks and cargo spaces and the related vertical and longitudinal centres of gravity, tank sounding tables, draught mark locations, and the results of the inclining experiment referred to in paragraph (a); and submit to the Board, in respect of the ship, the developed stability data computed for each of the following conditions: light ship condition, departure from port with 100 per cent fuel, fresh water and stores, worst intact stability condition, and arrival in port with 10 per cent fuel, fresh water and stores. The results of the experiment referred to in paragraph (1)(a) shall be taken into account when computing the developed stability data referred to in paragraph (c) of that subsection; and the stability data referred to in subsection 108(1) in the case of a new ship. 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 the developed stability data referred to in paragraph (1)(c); and the flooded conditions referred to in paragraphs 108(1)(b) and (c). Every righting lever curve shall show the angle at which the edge of the main deck submerges. Subject to the approval of the Board, the immersed volume of any structure provided with weathertight closing appliances, or 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. 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. 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. Sections 105 and 106 do not apply to an existing ship unless the main propelling machinery of the ship is changed for machinery developing greater brake power; 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 the ship is modified to such an extent that, in the opinion of the Board, its stability is adversely affected. 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. 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: 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; 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 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. Subsections 106(2) to (5) apply when computing the stability data referred to in subsection (1). In the case of a new ship, the ship shall be fitted with a collision bulkhead in an approved location; and a watertight bulkhead at the forward end and at the aft end of the main propelling machinery placed as close together as is practicable. 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. 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. 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 made as small as practicable; 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; reinforced so that the strength of the bulkhead is not reduced by the opening; and fitted with a watertight closing appliance that conforms to the requirements of section 111. The watertight closing appliance required by paragraph 110(d) shall be an approved watertight closing appliance; in combination with the reinforcing of the opening, be at least as strong as the unpierced bulkhead; 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 be provided with a position indicator light in the wheelhouse that is actuated by the closing appliance, lighted when the closing appliance is open, serviced by a standby circuit and lamp that are automatically brought into operation when the normal circuit or lamp fails, and visible by the helmsman at the main steering position. The collision bulkhead of a ship of 15 tons, gross tonnage, or less may be fitted with a drain cock that has a straight through bore of not more than 38 mm in diameter; is self-closing; is attached directly to the collision bulkhead; and drains directly into the bilge without the addition of any piping. 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 when the ship is underway except when the appliance is in use, be kept closed and fully secured; 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 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. 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. 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. Subject to subsection (3), every space usually occupied by crew when a ship is under way, in the case of a compartment below the main deck of the ship shall be provided with two crew access openings, or 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. The openings referred to in subsection (1) shall be so located that a single incident occurring inside or outside the compartment or structure, or a list to either side of the ship will not prevent the use of both openings at the same time. 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. Every crew access opening that gives access to a space usually occupied by crew when a ship is under way shall have a clear opening of not less than 560 mm; be free of any projections that could catch in clothing or lifejackets; and where the opening is a hatch, be provided with a fixed ladder or other means of easy access. No hatch to which this section applies shall be located where heavy towing equipment can fall across the hatch cover. For the purposes of sections 119 and 120, type ‘A’ closing appliance means a gasketed closing appliance of approved construction that is fitted in an opening adequately stiffened to provide strength equivalent to that of the unpierced bulkhead or deck in which it is fitted, is attached by hinges or some other approved method, is capable of being, 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 in the case of a hatch cover, closed securely by not less than two clamps, and provides the same weathertight integrity as the unpierced bulkhead or deck in which it is fitted; and type ‘B’ closing appliance means a close fitting closing appliance of approved construction that is attached by hinges or some other approved method, and is capable of being closed securely by not less than two clamps. No sliding closing appliance for a crew access opening shall be set athwartships. 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. 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. Every closing appliance for a crew access hatch shall be balanced by a spring, except where the weight of the appliance makes this provision unnecessary; and 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. 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. 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. Subject to subsection (4), every exterior crew access opening in the main deck or in a forecastle deck in the bow section, or 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. Every exterior crew access opening in a wheelhouse shall be fitted with a close fitting closing appliance of substantial construction, framing and attachment. Every hinged exterior door shall be hinged on the forward side and open outwards. 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. 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. 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 in association with the reinforcing of the opening is of equivalent strength to the unpierced structure in which it is set; is close fitting and supported around the perimeter against external pressure; if hinged, opens outwards from the space below the main deck; 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 if it gives access from an accommodation space to the engine room, is gastight. 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 the opening is located inside a structure in which every exterior crew access opening is fitted with a type ‘A’ closing appliance; and no part of the main deck is submerged when that accommodation space is completely flooded. 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. Every exterior stowage hatchway shall be made as small as is practicable and fitted with an approved weathertight cover. Every exterior skylight shall be of weathertight construction; made as small as is practicable; 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 fitted with hinged deadlights that may be readily closed when the ship is under way. 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. 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. The door-sill or coaming top of every exterior crew access opening in a wheelhouse, through which no flooding could occur into a space below the main deck, or 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 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. 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. 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 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; 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 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. The door-sill or coaming top of every exterior crew access opening referred to in subsection (3) on a ship that has no sleeping accommodation on board, no accommodation of any kind below the main deck, and a type ‘A’ closing appliance fitted to every crew access opening that gives direct access to a space below the main deck 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. Every exterior stowage hatchway and skylight on a ship shall be fitted with a coaming the top of which 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; is 305 mm above the deck outside the coaming, in the case of the coaming of an opening located on any part of a forecastle deck aft of the bow section, any deck above the main deck, or other than a forecastle deck, and 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 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. 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. Subject to subsection (2), every ventilation opening on a ship shall be located as close to the centre line of the ship as is practicable, and 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. The Board may approve a ventilation opening the lower edge of which is less than 915 mm above the main deck if it is self-closing when submerged; and does not ventilate the engine room. [Repealed, SOR/95-254, s. 13] 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 in the case of a window, with toughened glass of an approved thickness, but in no case less than 6 mm thick; and in the case of a sidelight, with glass of an approved thickness. 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. 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. 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. 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. 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. No sidelight shall be located below the main deck. Every sidelight in a structure set on the main deck or a forecastle deck that can be opened, or 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. Every sidelight in the bow section shall be fitted with an internal hinged deadlight. 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. 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. 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. Subsection 127(1) does not apply to an existing ship unless the glass is replaced in a window, in which case it shall be fitted with the glass required by that subsection; or a frame is replaced, in which case it shall be replaced with a frame that complies with that subsection.

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. 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. 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. [Repealed, SOR/95-254, s. 14] 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. [Repealed, SOR/95-254, s. 15] Every electrically operated rudder angle indicator shall be 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 fitted with a visual annunciator that indicates when the power supply to the rudder angle indicator system is cut off, resets automatically when power is supplied to the rudder angle indicator system, and is incorporated in the rudder angle indicator box or mounted separately close to the indicator. 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. 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. 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. Every winch control shall be fitted with a safeguard to prevent the inadvertent operation of the control. 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 an effective winch drum brake that can be applied and released by hand without the use of a bar; and a mechanism whereby any clutch that transmits power to the winch drum can be effectively secured in the disengaged position. 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. No towing winch shall be fitted with a ratchet device that could prevent the winch from paying out the towline. Every ship on which the towline is attached to a bollard or to bitts shall have a mechanical arrangement able to sever or release the towline immediately; or an axe for cutting the towlines clearly marked to indicate its purpose and stowed near to bollard or bitts. 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. An existing ship that does not comply with sections 133 to 136 shall not be used to pull a floating object. 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. 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. Every bulwark forming a well on the main deck or a superstructure deck of a ship shall be provided with freeing ports. 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. 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. The freeing ports shall be distributed in a manner that achieves the maximum speed of drainage from the decks. 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. 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. 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. Each storm rail shall be attached to a structure at the ends of the rail by fastenings attached to the inside or ends of the rail; and at intermediate points not more than 1.2 m apart by fastenings attached to the bottom of the rail. In the case of a new ship, every anchor chain locker shall be so constructed that the chain is self-stowing. 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. [Repealed, SOR/2017-14, s. 407] For the purposes of this Schedule, except where otherwise specified, all linear measurements shall be in metres; all volumes shall be in cubic metres and shall be calculated from measurements taken to moulded lines; the symbol “L” denotes the length of the ship; 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 plans of the subdivision arrangements and calculations as follows shall be submitted: 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 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). 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. 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: machinery space: 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: = 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, 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 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 portions before and abaft the machinery space: the assumed average permeability throughout the portions of the ship before and abaft the machinery space shall be determined: by the following formula: = 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 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 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. 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: 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. 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 (hereinafter in this section referred to as S), the factor of subdivision F shall be determined by the following formula: is the factor determined in accordance with subsection (5) and Cs is the criterion numeral determined in accordance with section 5 of this Schedule. 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. In the case of a ship of any length which is intended to carry a number of passengers exceeding 12 but not exceeding whichever is the lower, the factor of subdivision shall be determined in the manner provided in subsection (3). For the purposes of this subsection the factors A and B shall be determined by the following formulae: The criterion numeral for ships to which this Division applies shall be determined by the following formulae: When P1 is greater than P and in all other cases = 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 = 0.056LN provided that: 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; values of Cs less than 23 shall be taken as 23; and values of Cs greater than 123 shall be taken as 123. Compartments exceeding the permissible length: 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; 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; 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 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 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 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. 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. If a bulkhead required by these Regulations to be watertight is stepped, it shall comply with one of the following conditions: 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; additional subdivision is provided in way of the step to maintain the same measure of safety as that secured by a plane bulkhead; or the compartment over which the step extends does not exceed the permissible length corresponding to a margin line taken 76 mm below the step. 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). 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. 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. 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. 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. 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 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 =the volume of the portion of the ship below the margin line before or abaft the machinery space, as the case may be; or 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: 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. 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. 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: in the case of ships the length of which is 131 m and upwards, by the formula: 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: for the purposes of the above formulae: = 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, 0.56LN or 3.55N whichever is the greater for berthed passengers, (ii)3.55N for unberthed passengers, and 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. 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. 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. In this Division, except where otherwise stated, all linear measurements shall be in metres, all area measurements shall be in square metres, and all volumes shall be in cubic metres and calculated to moulded lines; the load waterplane is that used in determining the subdivision of the ship, and is drawn parallel to the keel; 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; the corrected margin line, if the actual margin line either forward or aft is not of ordinary parabolic form* 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); the perpendiculars are taken at the extreme ends of the subdivision load water line; amidships is the middle of the length between the perpendiculars; the mean waterplane is midway between the load water plane and that drawn parallel thereto touching the lowest point of the margin line; 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; the breadth of the ship (B) is the greatest moulded breadth at or below the ship’s deepest subdivision load water line, (section 2); the draught (d) is the vertical distance from the moulded base line amidships to a subdivision load water line, (section 2); the freeboard (f) is the vertical distance amidships from the subdivision load water line to the margin line (corrected as necessary); 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.); the freeboard ratio (fd) is the ratio between the freeboard (f) and the draught (d); 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; the mean waterplane area coefficient (a) is the actual area of mean waterplane divided by L × B; 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; 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; 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. 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. 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 : the machinery space, the portion forward of the machinery space, and the portion abaft the machinery space; 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; 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; 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; 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 a convenient method of arranging the work to obtain the required curves is indicated in Specimen 2; 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 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 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 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 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; 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 may without material error be omitted for both length of ordinate and its position; 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. 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 The sections referred to above are those of Schedule I to the Hull Construction Regulations. 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. Ships to which Division III of Schedule I to the Hull Construction Regulations applies. Delete parts not required. Ships to which Division III of Schedule I to the Hull Construction Regulations applies. Applicable to all ships to which Part I of the Hull Construction Regulations applies. Applicable to all ships to which Division III of Schedule I to the Hull Construction Regulations applies. Omit parts not required 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 GRAPHICS NOT DISPLAYED, SEE C.R.C., C. 1431, P. 12158, 12160, 12162, 12166 to 12169; SOR/95-254, s. 29. 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: 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; the volume permeabilities and surface permeabilities shall be assumed to be as follows: the minimum extent of damage shall be assumed to be as follows: 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, 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), vertical extent: from the top of the double bottom up to the margin line, 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; 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. 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: in the event of unsymmetrical flooding, the metacentric height is positive; 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 in the event of unsymmetrical flooding, the margin line is not submerged. 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.