The GUIDELINES FOR EMERGENCY TOWING ARRANGEMENTS ON TANKERS

The information in this blog is sourced from SOLAS – Chapter 2 under the topic on “Emergency towing arrangements and procedures”.

Emergency towing arrangements on tankers

Emergency towing arrangements shall be fitted at both ends on board every tanker of not less than 20,000 tonnes deadweight.

For tankers constructed on or after 1 July 2002:

· At all times, the platform shall be capable of rapid deployment without main power on the towing ship and easy connection with the towing ship.

· At least one emergency towing arrangement should be pre-rigged for rapid deployment.

· When towing an emergency vessel, its towing arrangements must be sufficiently strong considering the size, deadweight, and expected forces during bad weather.

Towing components:

The major components of the towing arrangement should consist of the following:

Strength of the towing components:

Towing components for strength should have a working strength of at least 1,000 kN for tankers of 20,000 tonnes deadweight and over but less than 50,000 tonnes deadweight, and at least 2,000 Kn for tankers of 50,000 tonnes deadweight and over (working strength is defined as one half ultimate strength). The strength should be sufficient for all relevant angles of towline, i.e. up to 90 degrees from the ship' s centreline to port and starboard and 30 degrees vertical downwards.

Length of towing pennant:

The towing pennant should have a length of at least twice the lightest seagoing ballast freeboard at the fairlead plus 50 m.

Chafing chain:

· Different solutions on design of chafing gear can be used. If a chafing chain is to be used, it should have the following characteristics:

Type:

· The chafing chain should be stud link chain.

Length:

· The chafing chain should be long enough to ensure that the towing pennant remains outside the fairlead during the towing operation. A chain extending from the strongpoint to a point at least 3 m beyond the fairlead should meet this criterion.

Connecting limits:

· One end of the chafing chain should be suitable for connection to the strongpoint. The other end should be fitted with a standard pear-shaped open link allowing connection to a standard bow shackle.

READY AVAILABILITY OF TOWING ARRANGEMENTS:

To facilitate approval of such equipment and to ensure rapid deployment, emergency towing arrangements should comply with the following criteria:

· The pre-rigged emergency towing arrangement should be capable of being deployed in a controlled manner in harbour conditions in not more than 15 min.

· The pick-up gear for the pre-rigged towing pennant should be designed at least for manual operation by one person taking into account the absence of power and the potential for adverse environmental conditions that may prevail during such emergency towing operations.

· The pick-up gear should be protected against the weather and other adverse conditions that may prevail.

· The non pre-rigged emergency towing arrangement should be capable of being deployed in harbour conditions in not more than 1 h.

· The forward emergency towing arrangement should be designed at least with a means of securing a towline to the chafing gear using a suitably positioned pedestal roller to facilitate connection of the towing pennant.

· Pre-rigged emergency towing arrangements at both ends of the ship may be accepted.

· All emergency towing arrangements should be clearly marked to facilitate safe and effective use even in darkness and poor visibility.

All emergency towing components should be inspected by ship personnel at regular intervals and maintained in good working order.

GUIDELINES FOR EMERGENCY TOWING PROCEDURES ON SHIPS.

The information in this blog is sourced from SOLAS – Chapter 2 under the topic on “Emergency towing arrangements and procedures”.

Emergency towing procedures on ships:

(This procedures are applicable for..)

· All passenger ships, not later than 1 January 2010;

· Cargo ships constructed on or after 1 January 2010; and

· Cargo ships constructed before 1 January 2010, not later than 1 January 2012.

A ship-specific emergency towing procedure should be given for ships. This procedure is carried on the ship for use in emergencies and is based on the available existing arrangements and equipment on board the ship.

The procedure shall include:

· Drawings of fore and aft deck showing possible emergency towing arrangements;

· Inventory of equipment on board that can be used for emergency towing;

· Means and methods of communication; and

· Sample procedures to facilitate the preparation for and conducting of emergency towing operations.

Developing Procedure:

Ship-specific procedures should be identified during the ship’s evaluation and entered accordingly in the Emergency Towing Booklet (ETB). The procedures should include, as a minimum, the following:

· A quick-reference decision matrix that summarizes options under various emergency scenarios, such as weather conditions (mild, severe), availability of shipboard power (propulsion, on-deck power), imminent danger of grounding, etc.;

· Organization of deck crew (personnel distribution, equipment distribution, including radios, safety equipment, etc.);

· Organization of tasks (what needs to be done, how it should be done, what is needed for each task, etc.);

· Diagrams for assembling and rigging bridles, tow lines, etc., showing possible emergency towing arrangements for both fore and aft. Rigged lines should be lead such that they avoid sharp corners, edges and other points of stress concentration;

· Power shortages and dead ship situations, which must be taken into account, especially for the heaving across of heavy towing lines;

· A communications plan for contacting the salvage/towing ship. This plan should list all information that the ship’s master needs to communicate to the salvage/towing ship.

EMERGENCY TOWING BOOKLET

4.1 The Emergency Towing Booklet (ETB) should be ship specific and be presented in a clear, concise and ready-to-use format (booklet, plan, poster, etc.).

4.2 Ship-specific data should include but not be limited to:

· Ship’s name;

· Call sign;

· IMO number;

· Anchor details (shackle, connection details, weight, type, etc.);

· Cable and chain details (lengths, connection details, proof load, etc.);

· Height of mooring deck(s) above base;

· Draft range; and

· Displacement range.

4.3 All procedures developed should be presented in a clear and easy to understand format, which will aid their smooth and swift application in an emergency situation.

4.4 Comprehensive diagrams and sketches should be available and include the following:

· Assembly and rigging diagrams;

· Towing equipment and strong point locations; and

· Equipment and strong point capacities and safe working loads (SWLs).

4.5 A copy should be kept at hand by the owners/operators in order to facilitate the passing on of information to the towage company as early as possible in the emergency. A copy should also be kept in a common electronic file format, which will allow faster distribution to the concerned parties.

4.6 A minimum of three copies should be kept on board and located in:

· The bridge;

· A forecastle space; and

· The ship’s office or cargo control room.

CHAPTER II-1 CONSTRUCTION - STRUCTURE, SUBDIVISION AND STABILITY, MACHINERY AND ELECTRICAL INSTALLATIONS

Regulation 3-7 Construction drawings maintained on board and ashore

For ships constructed from 2007-01-01. (Pax n Cargo)

1 A set of as-built construction drawings and other plans showing any subsequent structural alterations shall be kept on board a ship constructed on or after 1 January 2007.

2 An additional set of such drawings shall be kept ashore by the Company.

LIST OF AS-BUILT CONSTRUCTION DRAWINGS TO BE MAINTAINED ON BOARD THE SHIP AND ASHORE

Main plans

1 General arrangement

2 Capacity plan

3 Hydrostatic curves

4 Loading Manual, where required

Steel plans

1 Midship section

2 Scantling plan

3 Decks

4 Shell expansion

5 Transverse bulkheads

6 Rudder and rudder stock

7 Cargo hatch covers, when applicable

Bilge ballast and cargo piping diagrams

The information in this blog is sourced from SOLAS - Chapter II-1 under the Regulation 19-1 Damage control drills for passenger ships

What are the requirements for Damage Control Drills on Passenger ships?

· This Regulation entered into force on 1 January 2020 and will apply to all passenger ships constructed before or on or after 1^St January 2020.

· A damage control drill shall take place at least every three months.

· The entire crew need not participate in every drill, but only those crew members with damage control responsibilities.

· At least one damage control drill each year shall include activation of the shore based support, to conduct stability assessments for the simulated damage conditions.

· The damage control drill scenarios shall vary each drill so that emergency conditions are simulated for different damage conditions and shall, as far as practicable, be conducted as if there were an actual emergency.

· A record of each damage control drill shall be maintained.

What are the contents of Damage Control Drills on Passenger ships?

Each damage control drill shall include:

· For crew members with damage control responsibilities, reporting to stations and preparing for the duties described in the muster list;

· Use of the damage control information and the on board damage stability computer, if fitted, to conduct stability assessments for the simulated damage conditions;

· Establishment of the communications link between the ship and shore-based support, if provided;

· Operation of watertight doors and other watertight closures;

· Demonstrating proficiency in the use of the flooding detection system, if fitted, in accordance with muster list duties;

· Demonstrating proficiency in the use of cross-flooding and equalization systems, if fitted, in accordance with muster list duties;

· Operation of bilge pumps and checking of bilge alarms and automatic bilge pump starting systems; and

· Instruction in damage survey and use of the ship's damage control systems.

Every crew member with assigned damage control responsibilities shall be familiarized with their duties and about the damage control information before the voyage begins.

The information in this blog is sourced from SOLAS, CHAPTER II under Regulation 32 - Steam boilers and boiler feed systems

This regulation is applicable for ships constructed from 1^st September 1984.

1 Every steam boiler and every unfired steam generator shall be provided with not less than two safety valves of adequate capacity. However, having regard to the output or any other features of any boiler or unfired steam generator, the Administration may permit only one safety valve to be fitted if it is satisfied that adequate protection against overpressure is thereby provided.

2 Each oil-fired boiler which is intended to operate without manual supervision shall have safety arrangements which shut off the fuel supply and give an alarm in the case of low water level, air supply failure or flame failure.

3 Water tube boilers serving turbine propulsion machinery shall be fitted with a high-water-level alarm.

4 Every steam generating system which provides services essential for the safety of the ship, or which could be rendered dangerous by the failure of its feed water supply, shall be provided with not less than two separate feed water systems from and including the feed pumps, noting that a single penetration of the steam drum is acceptable. Unless overpressure is prevented by the pump characteristics means shall be provided which will prevent overpressure in any part of the systems.

5 Boilers shall be provided with means to supervise and control the quality of the feed water. Suitable arrangements shall be provided to preclude, as far as practicable, the entry of oil or other contaminants which may adversely affect the boiler.

6 Every boiler essential for the safety of the ship and designed to contain water at a specified level shall be provided with at least two means for indicating its water level, at least one of which shall be a direct reading gauge glass.

The information in this blog is sourced from SOLAS, CHAPTER II under Regulation 33 - Steam pipe systems

This regulation is applicable for ships constructed from 1^st September 1984.

Every steam pipe and every fitting connected thereto through which steam may pass shall be so designed, constructed and installed as to withstand the maximum working stresses to which it may be subjected.

Means shall be provided for draining every steam pipe in which dangerous water hammer action might otherwise occur.

If a steam pipe or fitting may receive steam from any source at a higher pressure than that for which it is designed a suitable reducing valve, relief valve and pressure gauge shall be fitted.

The information in this blog is sourced from SOLAS, CHAPTER II under Regulation 34 Air pressure systems.

This regulation is applicable for ships constructed from 1^st September 1984.

Every ship must have means in place to avoid overpressure in any part of the compressed air system, as well as anywhere water jackets or casings of air compressors and coolers may be subjected to harmful overpressure owing to leakage from air pressure parts.

For all systems, suitable pressure relief arrangements must be provided.

Backfiring and internal explosion in the starting air pipes must be adequately protected in the main starting air arrangements for main propulsion internal combustion engines.

All starting air compressor discharge pipes must go directly to the starting air receivers, and all starting pipes from the air receivers to the main or auxiliary engines must be completely separate from the compressor discharge pipe system.

Oil must be kept out of the air pressure systems as much as possible, and these systems must be drained.

CHAPTER II-1 CONSTRUCTION - STRUCTURE, SUBDIVISION AND STABILITY, MACHINERY AND ELECTRICAL INSTALLATIONS

PART C MACHINERY INSTALLATIONS

Regulation 35 Ventilating systems in machinery spaces

When machinery or boilers in category A machinery areas are running at full power in all weather situations, including bad weather, they must be well ventilated.

For the safety and comfort of the employees as well as the operation of the machinery, an appropriate supply of air is maintained in the areas.

Any other equipment area must have enough ventilation that is appropriate for the machinery space's purpose.

The information in this blog is sourced from SOLAS, CHAPTER II under Regulation 35-1 Bilge pumping arrangements.

This regulation applies to ships constructed on or after 01-01-2009.

Passenger ships and cargo ships:

· An efficient bilge pumping system, capable of pumping from and draining any watertight compartment other than a space permanently appropriated for the carriage of fresh water, water ballast, oil fuel or liquid cargo, is to be provided.

· Efficient means shall be provided for draining water from insulated holds.

· Sanitary, ballast and general service pumps may be accepted as independent power bilge pumps if fitted with the necessary connections to the bilge pumping system.

· Bilge pipes used in or under coal bunkers or fuel storage tanks or in boiler or machinery spaces are to be of steel or other suitable material.

· This includes spaces in which oil-settling tanks or oil fuel pumping units are situated, the Ministry of Energy and Mines has said.

· An arrangement of the bilge and ballast pumping system shall be such as to prevent the possibility of water passing from the sea and from water ballast spaces into the cargo and machinery spaces, or from one compartment to another.

· Provision shall be made to prevent any deep tank having bilge or ballast connections being inadvertently flooded when containing cargo.

· All distribution boxes and manually operated valves in connection with the bilge pumping arrangements shall be in positions which are accessible under ordinary circumstances.

· Drainage means of drainage may be dispensed with in any particular compartment of any ship or class of ship if it is satisfied that by reason of size or internal subdivision the safety of those spaces is not thereby impaired.

· Provision shall be made for the drainage of enclosed cargo spaces situated on the bulkhead deck of passenger ships and on the freeboard deck of a cargo ship.

· Where the deck edge is immersed when the ship heels more than 5°, the drainage shall be by means of a sufficient number of scuppers of suitable size discharging directly overboard.

· The same applies to the bulkhead deck or the freeboard deck, respectively, if the ship is travelling at sea level.

· Drainage of enclosed cargo spaces on the bulkhead deck or on the freeboard deck, respectively, shall be led to a suitable space, or spaces of adequate capacity, having a high water level alarm and provided with suitable arrangements for discharge overboard.

· Where the ship's freeboard is such that the vessel's cargo holds are immersed when the ship heels 5° or less, the vessels' cargo holds shall be drained.

In addition it shall be ensured that:

Ø The number, size and disposition of the scuppers are such as to prevent unreasonable accumulation of free water;

Ø The pumping arrangements required by this regulation for passenger ships or cargo ships, as applicable, take account of the requirements for any fixed pressure water-spraying fire extinguishing system;

Ø Water contaminated with petrol or other dangerous substances is not drained to machinery spaces or other spaces where sources of ignition may be present; and

Ø Where the enclosed cargo space is protected by a carbon dioxide fire extinguishing system the deck scuppers are fitted with means to prevent the escape of the smothering gas.

Cargo ships:

Ø At least two power pumps connected to the main bilge system shall be provided, one of which may be driven by the propulsion machinery.

If the Administration is satisfied that the safety of the ship is not impaired, bilge pumping arrangements may be dispensed with in particular compartments.

The information in this blog is sourced from SOLAS, CHAPTER II under Regulation 37 Communication between navigating bridge and machinery space

The following regulation applies to ships constructed from 1^st September 1984 to 1^st October 1994:

At least two independent means shall be provided for communicating orders from the navigating bridge to the position in the machinery space or in the control room from which the engines are normally controlled;

One of these shall be an engine room telegraph which provides visual indication of the orders and responses both in the machinery space and on the navigating bridge.

Appropriate means of communication shall be provided to any other positions from which the engines may be controlled.

For ships constructed on or after 1^st October 1994, the following requirements are applicable:

At least two independent means shall be provided for communicating orders from the navigating bridge to the position in the machinery space or in the control room from which the speed and direction of thrust of the propellers are normally controlled;

one of these shall be an engine-room telegraph which provides visual indication of the orders and responses both in the machinery spaces and on the navigating bridge.

Appropriate means of communication shall be provided from the navigating bridge and the engine-room to any other position from which the speed or direction of thrust of the propellers may be controlled.

CHAPTER II-1 CONSTRUCTION - STRUCTURE, SUBDIVISION AND STABILITY, MACHINERY AND ELECTRICAL INSTALLATIONS

PART C MACHINERY INSTALLATIONS

Regulation 38 Engineer's alarm

An engineer’s alarm shall be provided to be operated from the engine control room or at the manoeuvring platform as appropriate, and shall be clearly audible in the engineers' accommodation.

Regulation for Main source of electrical power and lighting systems on ships:

The information in this blog is sourced from SOLAS, CHAPTER II under Regulation 41 Main source of electrical power and lighting systems.

The following regulations are application for the ships constructed from 01^st September 1984.

Subjects:

1. Main Source of electrical power.

2. Main lighting systems.

3 & 4. Main switchboard

5. Main source of electrical power for the ships constructed on or after 01^st July 1998

6. Supplementary lighting in cabins on passenger ships constructed on or after 01^st July 2010.

1. Main Source of electrical power:

1.1 A main source of electrical power of sufficient capacity to supply all those services mentioned in regulation 40.1.1 shall be provided. This main source of electrical power shall consist of at least two generating sets.

1.2 The capacity of these generating sets shall be such that in the event of any one generating set being stopped it will still be possible to supply those services necessary to provide normal operational conditions of propulsion and safety. Minimum comfortable conditions of habitability shall also be ensured which include at least adequate services for cooking, heating, domestic refrigeration, mechanical ventilation, sanitary and fresh water.

1.3 The arrangements of the ship' s main source of electrical power shall be such that the services referred to in regulation 40.1.1 can be maintained regardless of the speed and direction of rotation of the propulsion machinery or shafting.

1.4 In addition, the generating sets shall be such as to ensure that with any one generator or its primary source of power out of operation, the remaining generating sets shall be capable of providing the electrical services necessary to start the main propulsion plant from a dead ship condition. The emergency source of electrical power may be used for the purpose of starting from a dead ship condition if its capability either alone or combined with that of any other source of electrical power is sufficient to provide at the same time those services required to be supplied by Regulations 42.2.1 to 42.2.3 for passenger ships and 43.2.1 to 43.2.4 for cargo ships.

1.5 Where transformers constitute an essential part of the electrical supply system required by this paragraph, the system shall be so arranged as to ensure the same continuity of the supply as is stated in this paragraph.

2. Main lighting systems:

2.1 A main electric lighting system which shall provide illumination throughout those parts of the ship normally accessible to and used by passengers or crew shall be supplied from the main source of electrical power.

2.2 The arrangement of the main electric lighting system shall be such that a fire or other casualty in spaces containing the main source of electrical power, associated transforming equipment, if any, the main switchboard and the main lighting switchboard, will not render the emergency electric lighting system required by Regulations 42.2.1 and 42.2.2 for Passenger Ships and 43.2.1 and 43.2.2 for Cargo Ships inoperative.

2.3 The arrangement of the emergency electric lighting system shall be such that a fire or other casualty in spaces containing the emergency source of electrical power, associated transforming equipment, if any, the emergency switchboard and the emergency lighting switchboard will not render the main electric lighting system required by this regulation inoperative.

3 & 4. Main switchboard:

3. The main switchboard shall be so placed relative to one main generating station that, as far as is practicable, the integrity of the normal electrical supply may be affected only by a fire or other casualty in one space. An environmental enclosure for the main switchboard, such as may be provided by a machinery control room situated within the main boundaries of the space, is not to be considered as separating the switchboards from the generators.

4. Where the total installed electrical power of the main generating sets is in excess of 3 MW, the main busbars shall be subdivided into at least two parts which shall normally be connected by removable links or other approved means; so far as is practicable, the connexion of generating sets and any other duplicated equipment shall be equally divided between the parts. Equivalent arrangements may be permitted to the satisfaction of the Administration.

5. Main source of electrical power for the ships constructed on or after 01^st July 1998:

1. In addition to paragraphs 1 to 3, shall comply with the following:

1.1 where the main source of electrical power is necessary for propulsion and steering of the ship, the system shall be so arranged that the electrical supply to equipment necessary for propulsion and steering and to ensure safety of the ship will be maintained or immediately restored in the case of loss of any one of the generators in service;

1.2 load shedding or other equivalent arrangements shall be provided to protect the generators required by this regulation against sustained overload;

1.3 where the main source of electrical power is necessary for propulsion of the ship, the main busbar shall be subdivided into at least two parts which shall normally be connected by circuit breakers or other approved means; so far as is practicable, the connection of generating sets and other duplicated equipment shall be equally divided between the parts; and

2. Need not comply with paragraph 4.

6. Supplementary lighting in cabins on passenger ships constructed on or after 01^st July 2010:

In passenger ships constructed on or after 1 July 2010, supplementary lighting shall be provided in all cabins to clearly indicate the exit so that occupants will be able to find their way to the door. Such lighting, which may be connected to an emergency source of power or have a self-contained source of electrical power in each cabin, shall automatically illuminate when power to the normal cabin lighting is lost and remain on for a minimum of 30 min.

Regulation for Emergency source of electrical power in cargo ships:

The information in this blog is sourced from SOLAS, CHAPTER II under Regulation 43 Emergency source of electrical power in cargo ships.

The following regulations are application for the ships constructed from 01^st September 1984.

The following subjects are covered in this regulation.

1. General, location

2. Services to be supplied by the emergency source of electrical power

2.1 & 2.4.4. Amendments in force from 1986-07-01

2.3 & 2.4.2. Amendments in force from 1992-02-01

2.2.7. Amendments in force from 2002-07-01

3. Emergency generator/emergency accumulator battery

3.1.2 & 3.3. Amendments in force from 1994-10-01

3.4. Amendment in force from 1998-07-01

4. Transitional source

4.1. Amendments in force from 1992-02-01

5. Emergency switchboard

6. Operating conditions

7. Periodic testing

1. General location:

1.1 A self-contained emergency source of electrical power shall be provided.

1.2 The emergency source of electrical power, associated transforming equipment, if any, transitional source of emergency power, emergency switchboard and emergency lighting switchboard shall be located above the uppermost continuous deck and shall be readily accessible from the open deck. They shall not be located forward of the collision bulkhead, except where permitted by the Administration in exceptional circumstances.

1.3 The location of the emergency source of electrical power, associated transforming equipment, if any, the transitional source of emergency power, the emergency switchboard and the emergency lighting switchboard in relation to the main source of electrical power, associated transforming equipment, if any, and the main switchboard shall be such as to ensure to the satisfaction of the Administration that a fire or other casualty in the space containing the main source of electrical power, associated transforming equipment, if any, and the main switchboard, or in any machinery space of category A will not interfere with the supply, control and distribution of emergency electrical power. As far as practicable the space containing the emergency source of electrical power, associated transforming equipment, if any, the transitional source of emergency electrical power and the emergency switchboard shall not be contiguous to the boundaries of machinery spaces of category A or those spaces containing the main source of electrical power, associated transforming equipment, if any, and the main switchboard.

1.4 Provided that suitable measures are taken for safeguarding independent emergency operation under all circumstances, the emergency generator may be used, exceptionally, and for short periods, to supply non-emergency circuits.

2. Services to be supplied by the emergency source of electrical power:

The electrical power available shall be sufficient to supply all those services that are essential for safety in an emergency, due regard being paid to such services as may have to be operated simultaneously. The emergency source of electrical power shall be capable, having regard to starting currents and the transitory nature of certain loads, of supplying simultaneously at least the following services for the periods specified hereinafter, if they depend upon an electrical source for their operation:

2.1 For a period of 3 h, emergency lighting at every muster and embarkation station and over the sides as required by regulations III/11.4 and III/15.7.

2.2 For a period of 18 hours, emergency lighting:

1. In all service and accommodation alleyways, stairways and exits, personnel lift cars and personnel lift trunks;

2. In the machinery spaces and main generating stations including their control positions;

3. In all control stations, machinery control rooms, and at each main and emergency switchboard;

4. At all stowage positions for firemen' s outfits;

5. At the steering gear;

6. At the fire pump referred to in paragraph 2.5, at the sprinkler pump, if any, and at the emergency bilge pump, if any, and at the starting positions of their motors; and

7. In all cargo pump-rooms of tankers constructed on or after 1 July 2002.

2.3 For a period of 18 hours:

1. The navigation lights and other lights required by the International Regulations for Preventing Collisions at Sea in force;

2. On ships constructed on or after 1 February 1995 the VHF radio installation required by regulation IV/7.1.1 and IV/7.1.2; and, if applicable:

· The MF radio installation required by regulations IV/9.1.1, IV/9.1.2, IV/10.1.2, and IV/10.1.3;

· The ship earth station required by regulation IV/10.1.1; and

· The MF/HF radio installation required by regulations IV/10.2.1, IV/10.2.2 and IV/11.1

2.4 For a period of 18 hours:

· All internal communication equipment as required in an emergency;

· The ship borne navigational equipment as required by regulation V/19; where such provision is unreasonable or impracticable the Administration may waive this requirement for ships of less than 5,000 gross tonnage;

· The fire detection and fire alarm system; and

· Intermittent operation of the daylight signalling lamp, the ship' s whistle, the manually operated call points, and all internal signals that are required in an emergency;

· Unless such services have an independent supply for the period of 18 hours from an accumulator battery suitably located for use in an emergency.

2.5 For a period of 18 hours one of the fire pumps required by regulation II-2/10.2.2.2 and II-2/10.2.2.3; if dependent upon the emergency generator for its source of power.

2.6

2.6.1 For the period of time required by regulation 29.14 the steering gear where it is required to be so supplied by that Regulation.

2.6.2 In a ship engaged regularly in voyages of short duration, the Administration if satisfied that an adequate standard of safety would be attained may accept a lesser period than the 18 hour period specified in paragraphs 2.2 to 2.5 but not less than 12 hours.

3. Emergency generator/emergency accumulator battery:

The emergency source of electrical power may be either a generator or an accumulator battery, which shall comply with the following:

3.1 Where the emergency source of electrical power is a generator, it shall be:

1. Driven by a suitable prime-mover with an independent supply of fuel, having a flashpoint (closed cup test) of not less than 43ºC;

2. started automatically upon failure of the main source of electrical power supply unless a transitional source of emergency electrical power in accordance with paragraph 3.1.3 is provided; where the emergency generator is automatically started, it shall be automatically connected to the emergency switchboard; those services referred to in paragraph 4 shall then be connected automatically to the emergency generator; and unless a second independent means of starting the emergency generating set is provided, the single source of stored energy shall be protected to preclude its complete depletion by the automatic starting system; and

3. Provided with a transitional source of emergency electrical power as specified in paragraph 4 unless an emergency generator is provided capable both of supplying the services mentioned in that paragraph and of being automatically started and supplying the required load as quickly as is safe and practicable subject to a maximum of 45 seconds.

3.2 Where the emergency source of electrical power is an accumulator battery it shall be capable of:

1. Carrying the emergency electrical load without recharging while maintaining the voltage of the battery throughout the discharge period within 12 percent above or below its nominal voltage;

2. Automatically connecting to the emergency switchboard in the event of failure of the main source of electrical power; and

3. Immediately supplying at least those services specified in paragraph 4.

3.3 The following provision in paragraph 3.1.2 shall not apply to ships constructed on or after 1 October 1994: Unless a second independent means of starting the emergency generating set is provided, the single source of stored energy shall be protected to preclude its complete depletion by the automatic starting system.

4. Transitional source:

The transitional source of emergency electrical power where required by paragraph 3.1.3 shall consist of an accumulator battery suitably located for use in an emergency which shall operate without recharging while maintaining the voltage of the battery throughout the discharge period within 12 percent above or below its nominal voltage and be of sufficient capacity and shall be so arranged as to supply automatically in the event of failure of either the main or the emergency source of electrical power for half an hour at least the following services if they depend upon an electrical source for their operation:

1. The lighting required by paragraphs 2.1, 2.2 and 2.3.1. For this transitional phase, the required emergency electric lighting, in respect of the machinery space and accommodation and service spaces may be provided by permanently fixed, individual, automatically charged, relay operated accumulator lamps; and

2. All services required by paragraphs 2.4.1, 2.4.3 and 2.4.4 unless such services have an independent supply for the period specified from an accumulator battery suitably located for use in an emergency.

5. Emergency switchboard:

5.1 The emergency switchboard shall be installed as near as is practicable to the emergency source of electrical power.

5.2 Where the emergency source of electrical power is a generator, the emergency switchboard shall be located in the same space unless the operation of the emergency switchboard would thereby be impaired.

5.3 No accumulator battery fitted in accordance with this regulation shall be installed in the same space as the emergency switchboard. An indicator shall be mounted in a suitable place on the main switchboard or in the machinery control room to indicate when the batteries constituting either the energy source of electrical power or the transitional source of electrical power referred to in paragraph 3.2 or 4 are being discharged.

5.4 The emergency switchboard shall be supplied during normal operation from the main switchboard by an interconnector feeder which is to be adequately protected at the main switchboard against overload and short circuit and which is to be disconnected automatically at the emergency switchboard upon failure of the main source of electrical power. Where the system is arranged for feedback operation, the interconnector feeder is also to be protected at the emergency switchboard at least against short circuit.

5.5 In order to ensure ready availability of the emergency source of electrical power, arrangements shall be made where necessary to disconnect automatically nonemergency circuits from the emergency switchboard to ensure that electrical power shall be available automatically to the emergency circuits.

6. Operating conditions:

The emergency generator and its prime-mover and any emergency accumulator battery shall be so designed and arranged as to ensure that they will function at full rated power when the ship is upright and when inclined at any angle of list up to 22.5 degrees or when inclined up to 10 degrees either in the fore or aft direction, or is in any combination of angles within those limits.

7. Periodic testing:

Provision shall be made for the periodic testing of the complete emergency system and shall include the testing of automatic starting arrangements.