Marine Machinery Regulations (SOR/90-264)

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Regulations are current to 2024-10-14 and last amended on 2023-12-20. Previous Versions

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Marine Machinery Regulations

SOR/90-264

CANADA SHIPPING ACT, 2001

Registration 1990-05-01

Regulations Respecting the Construction, Installation and Inspection of Marine Machinery

P.C. 1990-744 1990-04-26

His Excellency the Governor General in Council, on the recommendation of the Minister of Transport, pursuant to section 338Footnote ^* of the Canada Shipping Act, is pleased hereby to revoke the Liquified Petroleum Gas Regulations, C.R.C., c. 1437, the Steamship Machinery Construction Order, C.R.C., c. 1490, the Steamship Machinery Construction Regulations, C.R.C., c. 1491 and the Steamship Machinery Inspection Regulations, C.R.C., c. 1492, and to make the annexed Regulations respecting the construction, installation and inspection of marine machinery, in substitution therefor.

Return to footnote ^*R.S., c. 6 (3rd Supp.), s. 47

Short Title

1 These Regulations may be cited as the Marine Machinery Regulations.

Interpretation

2 (1) In these Regulations,
Act
Act means the Canada Shipping Act; (Loi)
approved classification society
approved classification society means the American Bureau of Shipping, Bureau Veritas (Canada), Det norske Veritas, Lloyd’s Register of Shipping or Germanischer Lloyd; (société de classification agréée)
assigned working pressure
assigned working pressure means the maximum fluid pressure to which the component with the lowest design working pressure in a system may be subjected and above which the system is protected from overpressure; (pression de service effective)
auxiliary steering gear
auxiliary steering gear means the arrangements provided for effecting movement of the rudder of a ship in the event of failure of the main steering gear, but does not include the rudder stock, tiller or quadrant, or the component serving the same purpose as the tiller or quadrant, or, where fitted, the automatic-pilot system; (appareil à gouverner auxiliaire)
boiler
boiler means a plant that generates steam or hot water under pressure by means of a flame, combustion gases or electrical heating elements, and includes the superheaters, economizers, valves and components necessary for the safety and operation of the plant; (chaudière)
classification society
classification society means a society or association for the classification of ships; (société de classification)
component
component means a unit or part of a unit that is identified in rules or codes and is to be installed as part of machinery; (élément)
component inspection certificate
component inspection certificate means a certificate referred to in section 16; (certificat d’inspection d’élément)
design working pressure
design working pressure means the maximum fluid pressure to which a component may be subjected during operating conditions; (pression de service nominale)
fluid
fluid means a gas, vapour or liquid; (fluide)
fuel oil unit
fuel oil unit means the facility, including pressure pumps, filters and heaters, dealing with oil at a pressure in excess of 180 kPa and used in the preparation of fuel oil for delivery to an oil-fired boiler or, where the oil is heated prior to delivery, to an internal combustion engine; (appareil à mazout)
harmful substance
harmful substance[Repealed, SOR/2021-135, s. 65]
inspection certificate
inspection certificate[Repealed, SOR/2021-135, s. 65]
inspector
inspector[Repealed, SOR/2021-135, s. 65]
launch
launch means a ship that has an open cockpit or a cockpit covered by a light trunk cabin in which passengers may be carried; (chaloupe)
length
length means
- (a) in the case of a Safety Convention passenger ship, the horizontal distance measured between perpendiculars erected at the extreme ends of the deepest subdivision load line,
- (b) in the case of a ship, other than a Safety Convention passenger ship, that is required to be registered pursuant to the Act,
  - (i) the distance measured from the fore-part of the uppermost end of the stem to the aft side of the head of the stern post, except that where a stern post is not fitted to the ship, it is the distance from the fore-part of the uppermost end of the stem to the foreside of the head of the rudder stock,
  - (ii) where the ship has no rudder stock or has a rudder stock situated outside the hull at the stern, the distance measured from the foreside of the foremost permanent structure to the aft side of the aftermost permanent structure of the ship, but not including guards or rubbing strakes, or
  - (iii) where the ship is a double-ended ship, the distance measured from the aft side of the forward rudder stock to the foreside of the aft rudder stock, and
- (c) in the case of a ship that is not required to be registered pursuant to the Act, the horizontal distance measured between perpendiculars erected at the extreme outside ends of the hull; (longueur)
liquefied petroleum gas
liquefied petroleum gas means a liquefied inflammable gas that is composed predominantly of hydrocarbons or mixtures of hydrocarbons such as propane, propylene, butane, butylene or butadene, and that has a Reid vapour pressure exceeding 276 kPa absolute at 38° C; (gaz de pétrole liquéfié)
local steering gear control system
local steering gear control system[Repealed, SOR/2021-135, s. 65]
machinery spaces
machinery spaces means machinery spaces of category A and all other spaces containing propelling machinery, steering gears, boilers, steam and internal combustion engines, generators and major electrical machinery, oil filling stations, refrigerating, stabilizing, ventilation and air-conditioning machinery, and similar spaces, and trunks to the spaces; (tranche des machines)
machinery spaces of category A
machinery spaces of category A means
- (a) spaces that contain
  - (i) internal combustion-type machinery used for main propulsion or, where the aggregate of total power output is not less than 373 kW, for purposes other than main propulsion,
  - (ii) an oil-fired boiler, or
  - (iii) a fuel oil unit, and
- (b) trunks to spaces referred to in paragraph (a); (tranche des machines de catégorie A)
main steering gear
main steering gear means the main steering gear power unit and actuator by which torque is applied to the rudder stock for the purposes of effecting movement of the rudder to steer a ship; (appareil à gouverner principal)
major repairs
major repairs means repairs or alterations to machinery that substantially alter the capacity, size or type of the machinery; (réparations majeures)
material test certificate
material test certificate means a certificate referred to in section 10; (certificat d’essai de matériau)
periodic general inspection
periodic general inspection[Repealed, SOR/2021-135, s. 65]
periodic special inspection
periodic special inspection[Repealed, SOR/2021-135, s. 65]
pressure vessel
pressure vessel[Repealed, SOR/2021-135, s. 65]
remote steering gear control system
remote steering gear control system means the system by which required rudder movements are transmitted to the steering gear power unit controls from the bridge or another location in a ship, excluding the steering gear compartment; (système de commande à distance de l’appareil à gouverner)
rudder actuator
rudder actuator means a unit transmitting torque to a rudder stock
- (a) through an externally connected tiller, quadrant or similar component, or
- (b) directly through an integrally housed vane or similar component; (actionneur de gouvernail)
rules or codes
rules or codes means rules, regulations or codes relating to the construction, installation and inspection of marine machinery, issued by an approved classification society; (règles ou codes)
shipside door-operating mechanism
shipside door-operating mechanism[Repealed, SOR/2021-135, s. 65]
steering gear power unit
steering gear power unit means
- (a) in the case of an electric steering gear, an electric motor and its associated electrical arrangements,
- (b) in the case of an electro-hydraulic steering gear, an electric motor, and its associated electrical arrangements and the connected hydraulic pump, and
- (c) in the case of a hydraulic steering gear, the driving engine and connected hydraulic pump; (groupe moteur d’appareil à gouverner)
test pressure
test pressure means the maximum pressure to which the fluid in a component or system may be subjected during inspection; (pression d’essai)
unfired pressure vessel
unfired pressure vessel means a container subjected to internal or external pressure, where the pressure is produced without the application of heat from an external source or by the application of heat from an indirect source or by any combination thereof, and includes condensers, evaporators, air receivers, hydro-pneumatic tanks, hydraulic accumulators, heat exchangers and similar components, but does not include cooling or heating spaces of engines, pumps, compressors, piping and similar components; (récipient sous pression non chauffé)
windlass
windlass means the machinery and arrangements principally employed in the lowering and raising of the anchors of a ship, but does not include the anchors and cables. (guindeau)
(2) The units of measurement used in these Regulations are as defined in the Metric Practice Guide published by the Canadian Standards Association.
(3) Unless specifically stated otherwise, all prescribed pressures are gauge pressures.

SOR/2002-428, s. 1
SOR/2021-135, s. 65

Item	Requirements
1	Screw shafts shall be made of (a) carbon steel protected from exposure to water in the stern bearing by a corrosion-resistant continuous liner, or non-continuous liners between each of which is a welded joint or a suitable bonded coating; (b) carbon steel protected from exposure to water by means of an oil lubricated stern bearing with internal and external glands; (c) corrosion resistant metal in accordance with rules or codes; or (d) carbon steel not fitted with the methods of water exposure protection referred to in subitem (a) or (b).
2	The screw shaft shall have the propeller attached by means of (a) a suitable shaft taper with a keyway that is (i) in sled runner form, or (ii) in a form where the top end is well rounded and smoothed off, with an adequate root radius; (b) a suitable shaft taper with no keyway; or (c) a coupling flange.

Item	Requirements
1	A steering gear compartment shall (a) be readily accessible; (b) as far as practicable, be separated from propulsion machinery and auxiliary machinery spaces; and (c) be equipped with a means of communication with the bridge.
2	All components and, in particular, non-duplicated essential components, shall be of sound and reliable construction, of adequate strength and protected against shock loading.
3	For essential components, bearings that are permanently lubricated or provided with lubrication fittings shall be utilized where required for the safe operation of the ship.
4	The pressure of the fluid for calculations to determine the scantlings of piping and steering gear components subjected to internal hydraulic pressure shall be at least 1.25 times the design working pressure under the operating conditions set out in item 9, taking into account any pressure that may exist in the low-pressure side of the system.
5	Where, due to dynamic loads on piping and steering gear components, pulsating pressures occur, the system design shall be such that fatigue does not cause material failure.
6	Relief valves shall be fitted to any part of the hydraulic system that can be isolated and in which pressure can be generated from the power source or from external forces.
7	Relief valve settings shall not exceed the design working pressure of the fluid set out in item 4 and the valves shall be of adequate size and arranged to avoid an undue rise in pressure above the design working pressure of the fluid.
Steering Gears
8	Subject to items 19 and 20, the installation shall consist of totally independent main and auxiliary steering gears.
9	The main steering gear shall be designed, where the ship is at its deepest sea-going draft and (a) running ahead at maximum service speed, to put the rudder over (i) from 35 degrees on one side to 35 degrees on the other side, and (ii) from 35 degrees on either side to 30 degrees on the other side in not more than 28 seconds; and (b) running astern at maximum speed, for maximum rudder angle operation.
10	A main steering gear shall be power-operated (a) where necessary to meet the requirements of item 9; and (b) where a rudder stock of over 120 mm in diameter, excluding strengthening for navigation in ice, is required at the position of tiller attachment.
11	The auxiliary steering gear shall be designed, where the ship is at its deepest sea-going draft and running ahead one-half its maximum service speed or 7 knots, whichever is the greater, to put the rudder over from 15 degrees on one side to 15 degrees on the other side in not more than 60 seconds.
12	The auxiliary steering gear shall have the capacity to be brought safely and rapidly into action in an emergency.
13	An auxiliary steering gear shall be power-operated (a) where necessary to meet the requirements of item 11; and (b) where a rudder stock of over 230 mm in diameter, excluding strengthening for navigation in ice, is required at the position of tiller attachment.
14	A power-operated auxiliary steering gear unit and its associated control system and rudder angle indicator shall, where the rudder stock is required to be over 230 mm in diameter, excluding strengthening for navigation in ice, be provided automatically with an alternative power source within 45 seconds of the failure of the main power source, from (a) the emergency electric power source; or (b) an independent power source located in the steering gear compartment that is used solely for that purpose.
15	The alternative power source referred to in item 14 shall (a) in any ship of 10,000 tons gross tonnage or more be capable of at least 30 minutes continuous operation; and (b) in any other ship, be capable of at least 10 minutes continuous operation.
16	Main and auxiliary steering gear power units shall be (a) capable of being brought into operation from a location on the bridge; (b) arranged to start automatically where power is restored after a power failure; and (c) equipped with an audible and visual alarm located on the bridge to indicate a power failure to any one power unit.
17	Hydraulic power-operated main and auxiliary steering gears shall be equipped with the following: (a) arrangements to maintain the cleanliness of the hydraulic fluid, taking into consideration the type and design of the hydraulic system; (b) an audible and visual low-fluid-level alarm for each hydraulic fluid reservoir to give the bridge and the propulsion machinery space the earliest possible indication of hydraulic fluid leakage; (c) a fixed storage tank that has a contents gauge and sufficient capacity to refill the contents of at least one power-actuating system, including the reservoir, where the main steering gear is required to be power-operated; and (d) means by which the hydraulic systems can be readily and rapidly refilled from within the steering gear compartment through permanently connected piping leading from the storage tank.
18	Electric and electrohydraulic power-operated main and auxiliary steering gears shall meet the following requirements: (a) means for indicating whether the motors of the electric or electrohydraulic steering gears are running shall be installed on the bridge and at a suitable propulsion machinery control location; (b) each electric or electrohydraulic steering gear comprising one or more power units shall be served by at least two exclusive circuits fed directly from the main switchboard, where one of the circuits may be supplied through the emergency switchboard; (c) an electric or electrohydraulic auxiliary steering gear associated with an electric or electrohydraulic main steering gear may be connected to one of the circuits supplying the main steering gear if the circuits have adequate rating for supplying all motors that can be simultaneously connected to them and that may be required to operate simultaneously; (d) short-circuit protection and an overload alarm shall be provided for the circuits and motors, and where protection against excess current including starting current is provided for a circuit or motor, the protection shall be not less than twice the full load current of the circuit or motor, as the case may be and shall be arranged to permit the passage of the appropriate starting currents; (e) where a three-phase power supply is used, an alarm shall be provided to indicate failure of any one of the supply phases and the alarm shall be audible, visual and situated (i) in a conspicuous location in the main machinery space or control room from which the main machinery is normally controlled, and (ii) as may be required by Schedule VIII; (f) where an auxiliary steering gear that is in a ship of less than 1,600 tons gross tonnage and that is required to be power-operated is not electrically powered or is powered by an electric motor primarily intended for other services, the main steering gear may be fed by one circuit from the main switchboard; and (g) where an electric motor primarily intended for other services is arranged to power an auxiliary steering gear in a ship of less than 1,600 tons gross tonnage, protection arrangements for electric and electrohydraulic power-operated steering gears are not required to meet the requirements set out in paragraphs (d) and (e) if suitable alternative arrangements are made.
19	An auxiliary steering gear is not required where main steering gear power units and connections are fitted in duplicate if (a) for ships carrying more than 12 passengers, each steering gear power unit enables the steering gear to meet the requirements of item 9; (b) for ships carrying not more than 12 passengers, both steering gear power units operating together enable the steering gear to meet the requirements of item 9; and (c) for hydraulic-type steering gears, the main steering gear is arranged so that, after a single failure in its piping or in one of the steering gear power units, the defect can be isolated and steering capability can be maintained or rapidly regained, and for other types of steering gear, a similar standard can be achieved.
20	An auxiliary steering gear is not required for double-ended ships with two independent steering systems, one fore and one aft, if in the case of failure of one of the steering systems the corresponding rudder can be safely and rapidly brought back to the centre line and kept steady in that position.
21	For every tanker, chemical tanker or gas carrier of 10,000 tons gross tonnage or more and every other ship of 70,000 tons gross tonnage or more, the main steering gear shall comprise two or more identical power units that meet the requirements of item 19.
22	Subject to item 23, every tanker, chemical tanker or gas carrier of 10,000 tons gross tonnage or more shall meet the following requirements: (a) the main steering gear shall be so arranged that in the event of loss of steering capability due to a single failure in any part of one of the power-actuating systems of the main steering gear, excluding the tiller, quadrant or components serving the same purpose or a seizure of the rudder actuators, steering capability shall be regained in less than 45 seconds after the loss of one power actuating system; (b) the main steering gear shall comprise (i) two independent and separate power-actuating systems, each capable of meeting the requirements of item 9, or (ii) at least two identical power-actuating systems that, acting simultaneously in normal operation, shall be capable of meeting the requirements of item 9 if (A) interconnection of hydraulic power-actuating systems, where necessary, is provided, and (B) loss of hydraulic fluid from one of the systems is capable of being detected and that system is automatically isolated so that the other system or systems remain fully operational; and (c) steering gears, other than of the hydraulic type, shall achieve a standard equivalent to the standard referred to in subitem (b).
23	For tankers, chemical tankers or gas carriers of 10,000 tons gross tonnage or more, but of less than 100,000 tonnes deadweight, in the event of a single failure referred to in item 22 of a rudder actuator, the requirements set out in that item are not required to be met if (a) a safety standard equivalent to the standard set out in item 22 is achieved; (b) components meet the requirements of item 1 of Division II; (c) following loss of steering capability due to a single failure of any part of the piping system or in one of the power units, steering capability is regained within 45 seconds; and (d) where the steering gear includes only a single rudder actuator, the following factors are taken into special consideration in the actuator design and construction: (i) stress analyses including, as appropriate, fatigue analysis and fracture mechanics analysis, (ii) materials used, and (iii) hydraulic fluid sealing arrangements.

Item	Requirements
1	Components that are subject to internal hydraulic pressure or that transmit mechanical forces to the rudder stock shall be made (a) of tested ductile materials in accordance with rules or codes; and (b) with pressure-retaining components that have a tensile strength of not more than 650 MPa and a percentage elongation of not less than 12 per cent.
2	The design working pressure shall be at least equal to the greater of (a) 1.25 times the maximum pressure expected under the operating conditions set out in subitem 9(a) of Division I; and (b) the relief valve pressure setting.
3	In determining the scantlings of components of rudder actuators subject to internal hydraulic pressure, the following stresses are permitted: Sm shall not exceed f S1 shall not exceed 1.5f Sb shall not exceed 1.5f S1 + Sb shall not exceed 1.5f Sm + Sb shall not exceed 1.5f where Sm is the equivalent primary general membrane stress S1 is the equivalent primary local membrane stress Sb is the equivalent primary bending stress f is the lesser of S_B/A or S_Y/B S_B is the specified minimum tensile strength of material at ambient temperature S_y is the specified minimum yield stress or 0.2 per cent proof stress of material at ambient temperature A and B are as follows:
4	Pressure-retaining components not requiring fatigue analysis and fracture mechanics analysis in accordance with subitem 7(d) of Division I of Part II are acceptable on the basis of a certified burst test and in that case, the detailed stress analysis required by subitem 7(c) of Division I of Part II is not required.
5	The minimum bursting pressure shall be calculated as follows: P_b = P. A s_Ba/SB where P_b is the minimum bursting pressure P is the design working pressure as set out in item 2 A is the applicable value set out in the table to item 3 S_Ba is the actual tensile strength S_B is the tensile strength determined in accordance with item 3
6	The construction shall minimize local concentrations of stress and all welded joints within the pressure boundary of a rudder actuator or connecting parts transmitting mechanical loads shall be of the full penetration type or of an equivalent strength.
7	Oil seals between non-moving components, forming part of the external pressure boundary, shall be of the metal-on-metal type or of an equivalent type.
8	Oil seals between moving components, forming part of the external pressure boundary, shall be duplicated, so that the failure of one seal does not render the actuator inoperative, or shall have sealing arrangements providing equivalent protection against leakage.
9	Isolating valves shall be fitted at the connection of pipes to the actuator and shall be directly mounted on the actuator.
10	Relief valves for protecting the rudder actuator against over-pressure as required by items 6 and 7 of Division I shall meet the following requirements: (a) the setting pressure shall not be less than 1.25 times the maximum pressure expected under the operating conditions set out in subitem 9(a) of Division I; (b) the minimum discharge capacity of the relief valves shall not be less than the total capacity of all pumps that provide power for the actuator, increased by 10 per cent; (c) under operating conditions the rise in pressure shall not exceed 10 per cent of the setting pressure; and (d) in respect of subitems (b) and (c), account shall be given to extreme foreseen ambient conditions in respect of oil viscosity.
11	The rudder actuator shall be subjected to non-destructive testing in accordance with rules or codes to detect both surface flaws and volumetric flaws, and fracture mechanics analysis may be used for determining maximum allowable flaw size.

Item	Requirements
1	Steering-wheels or lever pointers shall (a) move to starboard to turn the bow of the ship to starboard; or (b) move to port to turn the bow of the ship to port.
2	A rudder direction and angle indicator, independent of the remote steering gear control system, shall be fitted on the bridge where the main steering system is power-operated or the length of the ship exceeds 20 m.
3	Main steering gears shall be controllable from the bridge and from an alternative location in the steering gear compartment or other suitable location taking into account operational and risk factors.
4	A rudder angle indicator shall be fitted at the alternative location referred to in item 3.
5	Subject to item 6, two independent remote control systems, not including the steering-wheel or lever, shall be fitted where a duplicate main steering gear system is fitted.
6	Except in a tanker, chemical tanker or gas carrier of 10,000 tons gross tonnage or more a second independent control system is not required to be fitted where the control system is a hydraulic telemotor.
7	The auxiliary steering gear shall be controllable from the steering gear compartment and, if power-operated, shall be operable from the bridge and independent of the main steering gear control system.
8	Any main and auxiliary steering gear control system operable from the bridge shall meet the following requirements: (a) if electric, it shall be served by its own separate circuit supplied from a steering gear power circuit from a point within the steering gear compartment or directly from switchboard busbars supplying that steering gear power circuit at a point on the switchboard adjacent to the supply to the steering gear power circuit; (b) means shall be provided in the steering gear compartment for disconnecting any control system that is operable from the bridge to the steering gear it serves; (c) the system shall be capable of being brought into operation from a location on the bridge; (d) in the event of a failure of the electrical power supply to the control system, an audible and visual alarm shall be given on the bridge; and (e) short circuit protection only shall be provided for steering gear control supply circuits.
9	Duplicate steering gear control systems, including pipes, electric power circuits and their components shall be separated, as far as practicable, throughout their length.

Item	Description of Ships
1	In this schedule, Group 1 ship means a ship in which machinery is controlled and monitored from the bridge and engineers do not maintain surveillance watch duties in the machinery spaces and that is certificated for the following voyages: (a) Foreign voyage, Home Trade Class I or II or Inland Waters Class I; or (b) Home Trade Class III or IV, Inland Waters Class II or Minor Waters where the propulsion total brake power of the ship exceeds 2000 kW; Group 2 ship means a ship in which machinery may be controlled from the bridge and at least one engineer is on watch in a remote central control room location only and that is certificated for the following voyages: (a) Foreign voyage, Home Trade Class I or II or Inland Waters Class I; or (b) Home Trade Class III or IV, Inland Waters Class II or Minor Waters where the propulsion total brake power of the ship exceeds 2000 kW; Group 3 ship means a ship (a) that has main propulsion and ship service reciprocating type-internal combustion engines; (b) in which machinery is controlled and monitored from the bridge or a central control room; (c) that is certificated for Home Trade voyages Class III or IV, Inland Waters Class II or Minor Waters voyages where the propulsion total brake power of the ship does not exceed 2000 kW; and (d) in which engineering personnel do not maintain surveillance watch duties within the machinery space.
2	This Schedule does not apply to Group 1, 2 or 3 ships that are (a) passenger ships; (b) non-passenger ships fitted with a remote machinery control location, which may be the bridge, where (i) the machinery space is continuously manned by an engineer maintaining surveillance watch duties who is capable of locally controlling the machinery, and (ii) bridge-to-machinery-space telegraphic and telephonic communication systems are fitted; and (c) non-passenger ships fitted with a machinery control location in a room within, or immediately adjacent to, the machinery space where (i) engineering personnel maintain regular surveillance watch duties within the machinery space, and (ii) an audible and visual alarm system provides a means to alert engineering personnel to return to the control location room.

Item	Requirements
1	Remote and automatic control and monitoring of machinery located in periodically unattended spaces shall offer the same level of safety from remote control locations as would be obtained if the machinery were arranged for continuous local manual control and monitoring by watchkeeping engineers.
2	Control, monitoring and safety devices and their location shall meet the requirements set out in rules or codes in respect of ship motion, structural vibration and atmospheric environment.
3	Every enclosed central control location shall have two means of access located remote from each other, except where such enclosures are so small that two means of access are impracticable.
4	Two sources of power to ensure continuous operation shall be provided for control, monitoring and alarm systems, and (a) where electrical power is used, (i) the systems shall be served by at least two exclusive circuits fed directly from the main switchboard, and one of the circuits shall be supplied through the emergency switchboard, where fitted, and these circuits shall not supply power for any other machinery, and (ii) a main-line disconnect or circuit-breaker for all console power shall be provided in a readily accessible location; (b) where pneumatic power is used, each source shall consist of an air compressor, separately supplied with power, and an air receiver, both of adequate capacity and arranged to allow cross connection or isolation; and (c) where hydraulic power is used, these sources shall be separate from any other hydraulic service requirements and each hydraulic pump shall be separately supplied with power.
5	Failure of control, monitoring and alarm systems or their power supply shall activate an audible and visual alarm at the central control location.
6	An audible and visual alarm system shall be provided to indicate any fault requiring attention and shall (a) be capable of sounding an audible alarm in the main machinery control room or at the propulsion machinery remote control location and of indicating each separate alarm function visually at a suitable location; (b) be connected to the engineers’ public rooms and to each of the engineers’ cabins through a selector switch that connects to at least one of the cabins at all times; (c) activate an audible and visual alarm on the bridge for any situation that requires action by or the attention of the officer on watch; (d) as far as practicable, be designed to have fail safe characteristics; and (e) activate the alarm in the engineers’ public rooms and cabins if an alarm has not received attention locally within a set time.
7	The alarm system shall be equipped to indicate at the same time more than one fault and the acceptance of an alarm shall not inhibit another alarm.
8	Acceptance at either of the locations referred to in subitem 6(a) of an alarm shall be indicated at the location where the alarm was activated.
9	An audible alarm shall sound until it is accepted and the visual indication of the alarm shall remain until the fault has been corrected, after which the alarm system shall automatically reset to the normal operating condition.
10	Machinery controls shall be designed to remain accurate throughout the operating range and to have fail safe characteristics.
11	Machinery controls shall be robust and easy to operate, not cause undue stress in systems being controlled and operate in a logical direction and sequence with a detent at the stop or neutral position.
12	A safety system shall be provided to ensure that a serious malfunction in boiler and other machinery operations that presents an immediate danger initiates the automatic shut-down of the boiler or other machinery and activates an alarm, except that shut-down of the propulsion system shall only be automatically activated in cases that could lead to serious damage, complete breakdown or explosion.
13	Where arrangements for overriding the shut-down of the main propelling machinery are fitted, the arrangements shall be such as to preclude inadvertent operation, and visual means shall be provided to indicate when the override has been activated.
14	Remote-controlled machinery systems and periodically unattended machinery spaces shall be equipped as follows: (a) a fire detection and alarm system shall be fitted that is capable of providing coverage (i) throughout the machinery spaces, and (ii) in boiler air supply and exhaust casings and internal combustion engine scavenge air belts on ships of 500 tons gross tonnage or more, where the casings and air belts are prone to fire; (b) fire detection and alarm systems shall be used and the location of scanners and types of detectors shall be based on the heat and smoke hazards involved and the required sensitivity of operation; (c) a fire control system with associated equipment shall be fitted in all machinery spaces to provide firefighting capability in accordance with (i) the Vessel Fire Safety Regulations, in the case of vessels in respect of which those Regulations apply, or (ii) the Fire Detection and Extinguishing Equipment Regulations, as they read immediately before being repealed, in any other case; (d) the remote fire control system shall be operable from an accessible location outside the machinery spaces; (e) the fire control location shall have instructions posted and all arrangements necessary for the operation of the system including, where applicable, stopping of machinery and fans, closing of valves, starting of remote fire pumps and release of smothering gas; (f) guards shall be provided to prevent leakage of oil from fuel oil systems from dripping or spraying onto hot surfaces; and (g) a fuel leakage collector system leading to a collector tank and fitted with an alarm to indicate leakage shall be fitted except where surveillance is required in accordance with item 67 of Subdivision II of Division IV for ships exempted from carrying watchkeeping engineers.
15	A reliable means of voice communication shall be provided between the main machinery control location or propulsion machinery control location and the bridge, the engineers’ cabins and the engineers’ public rooms.
16	Propulsion machinery orders from the bridge shall be indicated in the main machinery control room or at the propulsion machinery control station.
17	Manuals for the proper operation and maintenance of remote control and monitoring systems, containing all necessary information for normal and emergency operation and maintenance shall be provided aboard ship.
18	Testing procedure manuals for remote control and monitoring systems shall be provided aboard ship and the testing procedures shall (a) contain step-by-step or check-off stages and not impair the operation of the installed alarms and safety devices after testing under simulated fault conditions has been completed; (b) specify the frequency of testing, indicate the tools required to complete the testing and the location of the tools in the systems; and (c) be concise but sufficiently explicit to allow engineering personnel to carry out the testing and interpret the results.

Item	Requirements
Machinery
1	Internal combustion engines of 2250 kW or more or having cylinders of more than 300 mm bore shall be provided with crankcase oil mist detectors, engine-bearing temperature monitors or equivalent devices.
2	Where internal combustion engines are used for main propulsion, means shall be provided to keep the starting air pressure at the level required to start the engine.
3	The number of consecutive automatic attempts that fail to start an engine shall be limited in order to safeguard sufficient starting air pressure and an audible alarm set at a level that permits starting of the propulsion machinery shall be provided to indicate low starting air pressure.
4	The main source of electrical power shall meet the following requirements: (a) where the electrical power can under normal conditions be supplied by one generator, suitable load-shedding arrangements shall be provided to safeguard the supplies of power needed by propulsion, steering and safety systems; and (b) except where impracticable for ships of less than 1,600 tons gross tonnage, in the case of failure of the operating generator, adequate provision shall be made for automatic starting and connecting to the main switchboard of a stand-by generator of sufficient capacity to permit, in sequential operation where necessary, automatic restarting of the essential propulsion, steering and safety systems.
5	Where electrical power is supplied simultaneously by more than one generator in parallel operation, provision shall be made in case of failure of one of the operating generator sets to keep the remaining generator sets in operation without overload to permit propulsion and steering, and to ensure the safety of the ship.
6	Where stand-by machines are necessary for the operation of other auxiliary machinery essential to propulsion, automatic change-over devices shall be fitted.
Controls and Alarms
7	Under all operating conditions the speed, direction of thrust and, where applicable, the pitch of the propeller shall be fully controllable by remote control from the bridge.
8	The remote control shall be operated by a single control device for each independent propeller with automatic performance of all associated services without causing overload of the propulsion machinery.
9	The main propulsion machinery shall be equipped with an emergency stopping device on the bridge that is independent of the bridge control system.
10	The control system shall be such that the services needed for the operation of the main propulsion machinery and its auxiliaries are performed automatically.
11	An audible and visual alarm shall be activated when the automatic change-over of the control power source is activated.
12	An alarm system that meets the requirements of items 7 to 9 of Division II shall be provided for all pressures, temperatures, fluid levels and other data essential to the safe operation of the ship.
13	A centralized control location shall be arranged with the necessary alarm panels and instrumentation to indicate that an alarm has been activated.
14	Remote control of the propulsion machinery shall be possible only from one location at a time and inter-connected control positions are permitted at each location.
15	At each location there shall be an indicator showing which location is in control of the propulsion machinery and the transfer of control between the bridge and machinery spaces shall be possible only in the main machinery space or in the machinery control room.
16	The control system shall include means to prevent, when the system transfers control from one location to another, the propelling thrust from altering to the extent that control of the ship is endangered.
17	All machinery essential for the safe operation of the ship shall be capable of being controlled locally.
18	The design of the remote automatic control system shall be such that an alarm is given on failure of the system and, unless impracticable, the preset speed and direction of thrust of the propeller is maintained until local control is in operation.
19	Indicators shall be fitted on the bridge for (a) propeller speed and direction of rotation in the case of fixed-pitch propellers; or (b) propeller speed and pitch position in the case of controllable-pitch propellers.
20	Bilge wells in periodically unattended machinery spaces shall be located and monitored in such a way that the accumulation of liquids is detected at normal angles of trim and heel, and shall be large enough to easily accommodate normal drainage during an unattended period.
21	Where the bilge pumps are capable of being started automatically, visual and audible alarms shall be provided to indicate when the influx of liquid is greater than the pump capacity or when the pump is operating more frequently than would be expected under normal conditions.
22	Where automatic bilge pumps are fitted, (a) an audible and visual alarm and shut-down arrangement shall be fitted in the system to operate in the event of oil being detected and the shut-down arrangement shall have an emergency manual override capability; and (b) valves that are open on dry bilges shall be automatically closed so that there is no loss of suction in bilge suction systems.
23	The position of the controls of any valve serving a sea inlet, a discharge below the water-line or a bilge injection system shall be located to allow adequate time for operation of the controls in case of an influx of water to the space, having regard to the time likely to be required to reach and operate the controls.
24	Arrangements shall be made to operate the controls from a position above the level to which the unattended space might become flooded when the ship is fully loaded.

Item	Application
1	This Schedule applies to non-structural tanks having a capacity of 4 500 L or less.
2	Non-structural tanks having a capacity of more than 4 500 L shall be designed, constructed and installed in accordance with the Hull Construction Regulations.

Item	Requirements
Non-Structural Tanks of 4 500 L or Less Capacity
1	Non-structural tanks shall (a) be made of steel or other material suitable for the liquid contents, the intended use and location of the tanks in the ship; (b) where carbon steel shell plate is used, be of the following minimum plate thickness: (i) 2 mm for capacity not exceeding 100 L, (ii) 3 mm for capacity not exceeding 1 300 L, and (iii) 5 mm for capacity not exceeding 4 500 L; (c) be fitted with stiffeners so that any unsupported flat surface area does not exceed (i) 0.28 m² where plate thickness does not exceed 3 mm, and (ii) 0.56 m² where plate thickness does not exceed 5 mm; (d) be fitted with a suitable clean-out door, where capacity exceeds 1 300 L; and (e) have welded or brazed seams, except that where the capacity is not more than 100 L, a solder having a melting point of not less than 425°C may be used.
2	Unsupported flat surface areas for different thickness plates of non-structural tanks shall be determined by interpolation or extrapolation.
3	Depending on the size and configuration of a non-structural tank, the tank may be required to be fitted with baffles.
Short Flexible Hoses
4	Short flexible hoses shall be used where expansion and vibration may be encountered.
5	Short flexible hoses shall not be used in the correction of misalignment, except for connection of boiler fuel burners and other removable components.
6	Guards shall be fitted on large diameter pipes to reduce the flow of fluid leakage to within the capacity of the space bilge pumps.
7	Guards shall be fitted to prevent contact of leaking fluid with surfaces where a hazard may result.
8	Short flexible hoses shall be adequate for intended use.
Rigid Plastic and Fibre Reinforced Plastic Piping and Components
9	Except in accommodation spaces, service spaces and control locations, piping and components of rigid plastic or fibre reinforced plastic may be used in (a) domestic and sanitary (i) salt water piping systems, (ii) fresh water piping systems, and (iii) waste water piping systems; (b) scupper systems draining inboard but not led within the boundaries of refrigerated chambers; (c) ballast water and fresh water piping systems situated inside tanks used exclusively for ballast water or fresh water; (d) sounding and vent pipes to tanks used exclusively for ballast water or fresh water in non-passenger ships except for sections above the weather deck; (e) sounding pipes to cargo holds in non-passenger ships; and (f) bilge suction pipes in ships not over 24 m in length.
10	Piping and components of rigid plastic or reinforced plastic shall not be used (a) in fire extinguishing piping systems; (b) in flammable fluid piping systems; (c) in boiler feed and condensate piping systems; (d) in bilge and ballast piping systems in machinery spaces except as provided for in subitem 9 (f); (e) outboard of sea inlet or overboard discharge valves; and (f) in other piping systems where the use could compromise the safety of the ship or personnel.
10.1	Despite items 9 and 10, plastic piping referred to in sections 114 and 226 of the Vessel Fire Safety Regulations may be used.
11	Piping and components of rigid plastic or reinforced plastic shall be protected from (a) vibration; (b) chafing where secured in hangers; and (c) crushing due to overtightening of hanger clamps where they shall be protected by fitting nut-locking or other suitable devices.
12	Allowance shall be made for expansion in piping systems.
13	Sea inlet and overboard discharge valves shall be of suitable metal construction where connected to rigid plastic or fibre reinforced plastic piping and the piping shall not be installed outboard of the valves.
14	When passing through a steel water-tight or fire control bulkhead, a steel spool-piece shall be attached to the bulkhead or deck and, at a water-tight bulkhead or deck a metallic shut-off valve shall be installed immediately adjacent to the spool-piece except that no valve is required on ballast or fresh water piping located within ballast or fresh water tanks.
15	Remote controls operable from above the bulkhead deck shall be fitted to the shut-off valve except where (a) the piping on one side of the bulkhead or deck is completely metallic and the valve is fitted to the metallic piping and easily accessible; or (b) two readily accessible valves are installed, one on either side of the bulkhead or deck.
16	When passing through a bulkhead or deck material other than steel, the installation shall be such that the fire, watertight and structural integrity of the bulkhead or deck is not diminished due to penetration.

Item	Requirements
1	Steam pipes and connected components through which steam passes shall be designed, constructed and installed to withstand the maximum working stresses to which they may be subjected.
2	Means shall be provided for draining every steam pipe in which dangerous water-hammer action may occur.
3	Where a steam pipe or component may receive steam from any source at a higher pressure than that for which it is designed, it shall be fitted with a suitable reducing valve, relief valve and pressure gauge.
4	Each steam generating system that provides services essential for the safety of the ship, or that could be rendered dangerous by the failure of its feed-water supply shall be fitted with at least two separate feed- water systems, including feed pumps, but a single penetration of the steam drum is acceptable.
5	Unless over-pressure is prevented by the pump characteristics, means shall be provided to prevent over-pressure in any part of the system.

Internal diameter of bilge pipe in mm	Capacity of each power pump in m³ per hour
25	3.5 (58 L/min)
32	5.8 (96 L/min)
38	8.2 (136 L/min)
51	14.7 (245 L/min)
57	18.4
64	23.2
70	27.7
76	32.7
83	39.0
90	45.8
95	51.0
102	58.8
108	66.0
114	73.5
121	82.8
127	91.2
133	100.0
140	110.8
146	120.5
152	130.6
159	143.0
165	154.0
171	165.3
178	179.2
184	191.4
191	206.3
197	219.5
203	233.0
210	249.4

Item	Requirements
1	Means shall be provided to prevent over-pressure in any part of compressed air and refrigerating gas systems and in water jackets or casings of compressors and coolers that may be subjected to over-pressure due to pressurized air or gas leakage.
2	Where necessary, engine starting compressed air arrangements shall be adequately protected against the effects of backfiring and internal explosion in the starting air pipes.
3	All discharge pipes from starting air compressors shall lead directly to the starting air receivers, and all starting pipes from the air receivers to main or auxiliary engines shall be entirely separate from the compressor discharge piping system.
4	Means shall be provided to reduce to a minimum the entry of oil into the air pressure systems and to drain those systems.
5	Where soldering is to be used for piping connections, the metal shall be silver solder.

Item	Requirements
1	Subject to items 2 and 3, fuel oil for all fixed installations shall have a flash-point of not less than 60°C (closed cup test).
2	Fuel oil for fixed installations may have a flash-point of not less than 43°C (closed cup test) where (a) the ship is on geographically restricted voyages and measures are taken so that the ambient temperature of the spaces in which the fuel is stored or used does not rise to within 10°C below the flash-point of the fuel; (b) the fuel oil in the storage tank is not heated to more than 38°C; and (c) thermostats or thermometers are fitted to the main suction lines of transfer and service pumps.
3	Fuel oil for emergency generator service may have a flash-point of not less than 43°C (closed cup test).
4	Fixed fuel oil systems for helicopters and for non-fixed equipment shall have additional safety features taking into account the quantity of fuel carried and the hazardous properties of the fuel.
5	Small approved portable containers holding fuel oil with a flash-point of lower than 43°C shall (a) meet the Canadian Standards Association standard Portable Containers For Gasoline and Other Petroleum Fuels, as amended from time to time; and (b) be stored outside machinery spaces.
6	For ships operating in extremely cold conditions with exposed fuel oil piping to the emergency generator from an external deck-mounted fuel tank, means shall be taken so that the fuel oil viscosity will not adversely affect oil flow and where warming systems are used, the system shall incorporate a heat-limiting device to ensure that the oil is not heated to a temperature exceeding 20°C.
7	The ventilation of spaces in which fuel oil is used shall be sufficient to prevent accumulation of oil vapour.
Tanks
8	Fuel oil shall not be stored in the forepeak and the tanks shall, as far as practicable, form part of the ship structure.
9	Where fuel oil tanks, except double bottom tanks, are located adjacent to machinery spaces of category A out of necessity, they shall have a common boundary, where practicable, with the double bottom tanks, and the area of the tank boundary common with the machinery spaces of category A shall be kept to a minimum.
10	Where practicable, the use of non-structural fuel oil tanks shall be avoided, but where used such tanks shall (a) be fitted with a drip tray with drains that lead to a sludge tank; and (b) be located in spaces other than machinery spaces of category A on ships (i) certificated to carry more than 12 passengers, or (ii) in excess of 500 tons gross tonnage.
11	No fuel oil tank shall be located where spillage or leakage from the tank creates a hazard by falling on heated surfaces.
12	Fuel oil tanks for cooking and cabin hot-air heating appliances shall not be installed in the same spaces as the appliances and the supply of oil to appliance burners shall be capable of being shut off from positions outside the spaces in which the appliances are fitted.
13	Quantities of fuel oil in tanks may be determined by (a) sounding pipes with suitable means of closure at their upper ends and terminating on the open deck if practicable; or (b) other safe and efficient means that on failure or over-filling of the tanks will not permit the release of fuel oil, where a supplementary means of manual sounding is provided.
14	Where fuel oil quantities in a tank are determined by means other than sounding pipes, the installation of the system shall be in accordance with the following requirements: (a) for ships certificated to carry more than 12 passengers, the system shall not require penetration of the tank below the top; and (b) for ships certificated to carry 12 passengers or less, the system may include the use of oil-level gauges with flat glasses and self-closing valves between the gauges and the oil tank, but may not include the use of cylindrical gauge glasses.
15	Provision shall be made to prevent over-pressure in any fuel tank or system by means of (a) flame-screened vent pipes terminating on the open deck if practicable; and (b) relief valve discharges leading back to the suction sides of pumps or to suitable tanks.
16	Subject to item 17, every fuel oil pipe that if damaged would allow fuel oil to escape either by gravity or siphon action from a storage, settling or daily service tank located in a space above the double bottom shall be fitted with a cock or valve on the tank that is capable of being closed from a safe location outside the space.
17	In the case of deep tanks situated in any shaft or pipe tunnel or similar compact space, valves shall be fitted on the tanks and remote control may be operated by means of an additional valve outside the compact space.
18	Where an additional valve is fitted in the machinery space it shall be operable from outside that space.
Piping and Components
19	As far as practicable, all parts of a fuel oil system containing heated oil under pressure exceeding 180 kPa shall be located so that defects and leakage can be readily observed.
20	Machinery space fuel oil piping and components shall be adequately illuminated.
21	Means shall be provided to prevent oil that may escape under pressure from a component from coming into contact with heated surfaces.
22	Drip trays with drains leading to a sludge oil tank shall be fitted under all components where leakage may occur.
23	Fuel oil pipes shall be of steel or similar fire and pressure-resistant material, except that short flexible hoses may be used in accordance with Schedule IX.
24	Flexible hoses and end attachments shall be of fire-resistant materials of adequate strength and shall be constructed in accordance with Schedule IX.
Incinerators, Cooking Ranges and Cabin Hot-Air Heating Appliances
25	Printed manufacturer’s instructions for the proper installation, maintenance and operation of each fuel oil burning appliance shall be permanently mounted in a visible location adjacent to the appliance.
26	In addition to the instructions referred to in item 25, the following safety instructions shall be prominently posted in spaces, other than machinery spaces, where fuel oil burning appliances are located: “WARNING ENSURE THAT FRESH AIR VENTILATION SYSTEM IS IN OPERATION WHEN USING FUEL-BURNING APPLIANCE If leakage of fuel oil is suspected or detected, the following actions must be taken immediately: (a) shut off supply of fuel; (b) extinguish all naked flames and sources of ignition including heaters, cookers and cigarettes; and (c) ventilate by creating a through draught of fresh air.”

Item	Requirements
1	Gas fuel shall have a distinctive odour to indicate the presence of gas down to a concentration of 20 per cent of the lower explosive limit of the gas in the air.
2	No liquefied petroleum gas fuel system of a type other than the vapour withdrawal type shall be installed or used in a ship.
3	Gas fuel cylinders and regulating and safety devices shall be securely fastened and so located that escaping vapour cannot reach bilges, machinery spaces, accommodation or other enclosed spaces.
4	Location of gas fuel cylinders, regulation arrangements and relief valve outlets shall be located only on open decks, on cabin tops, outside cockpits or inside housings that are gas-tight to the hull interior.
5	Appliances shall be installed in accordance with the manufacturer’s instructions and shall be securely fastened.
6	Appliances shall be connected in a manner that prevents undue strain on the piping.
7	Only liquefied petroleum gas fuel cylinders that meet the requirements of the Transport of Dangerous Goods Directorate of the Department of Transport or the Interstate Commerce Commission of the United States shall be used.
8	Liquefied petroleum gas fuel system components and piping shall have a design working pressure of not less than 1 725 kPa.
Piping Systems
9	Gas fuel piping shall (a) be adequately flexible and protected from damage; (b) have a minimum of piping in enclosed spaces; (c) be exposed to sight as far as practicable; (d) be supported by hangers that will not cause damage or corrosion and that are spaced at intervals not exceeding 120 times the outside diameter of the pipe; and (e) have non-abrasive covering for protection where they pass through decks or bulkheads.
10	Gas fuel piping shall not be used as part of any electrical circuit or grounding system.
11	Gas fuel piping shall not be used as support or restraint for any item or fitting that is not part of the gas system.
12	Any valves, regulators or other fittings exceeding 0.5 kg mass per 6 mm of pipe outside diameter shall have their mass supported by means other than the gas piping.
13	Gas fuel piping shall be of a sufficient diameter to provide a sufficient supply of gas fuel to meet demand pressures at the point of use and the pressure drop between the regulator and the appliance shall not exceed 10 per cent.
14	High-pressure liquefied petroleum gas fuel piping between the gas storage cylinders and the regulators shall have a minimum wall thickness of 1.24 mm and the low-pressure gas fuel piping between the regulators and the gas-burning appliances shall have a minimum wall thickness of 0.81 mm.
15	Liquefied petroleum gas fuel piping shall (a) be of seamless steel or copper; (b) have welded, brazed, threaded or flared connections; (c) where brazed connections are used, have brazing metal with a melting point in excess of 540°C; and (d) where carbon steel is used, be painted on its exterior surfaces to prevent corrosion.
16	Short reinforced flexible hoses and couplings used to connect the gas fuel piping system to a cylinder or gimballed appliance shall be of a type referred to in item 24.
17	Short reinforced flexible hoses shall be of the minimum practicable length but not longer than 1 m and shall not extend from one cabin to another or pass through any bulkheads, partitions, deck heads or decks.
Gas Storage Cylinders
18	No gas fuel storage cylinder that permits gas in liquid form to enter any other part of the gas system shall be used.
19	Each liquefied petroleum gas fuel storage cylinder shall have a manually operated screw-down shut-off valve mounted directly on the cylinder outlet.
20	The manually operated screw-down shut-off valve shall be fitted with a spring-loaded safety device and with a fusible plug designed to yield when the cylinder has been emptied of liquefied petroleum gas by the relief valve under exposure to excessive heat.
21	The shut-off valve, the spring-loaded safety device and the fusible plug referred to in item 20 shall each have direct communication with the vapour space of a gas fuel storage cylinder.
22	A multiple-cylinder gas fuel system shall be fitted with a manually operated two-way positive shut-off manifold valve so arranged that the replacement of empty cylinders may be made without shutting down the flow of gas in the gas fuel system.
23	No electrical connections shall be made within a gas fuel storage cylinder enclosure.
Gas Fuel Components and Appliances
24	Except for the gas fuel storage cylinders, only gas fuel components and appliances that meet the requirements of the Canadian Gas Association, the Compressed Gas Association, the Underwriters’ Laboratories of Canada or the Underwriters’ Laboratories Incorporated shall be used.
25	All valves and regulators embodied in the gas fuel system for the purpose of pressure relief, regulation or control of gas pressure and flow rates shall be securely mounted in a position readily accessible for operation, inspection, maintenance and testing, and shall be protected against physical damage.
26	The gas fuel system shall be fitted with a regulating device adjusted to release gas to the consuming appliance at a pressure not in excess of 4.5 kPa.
27	The low-pressure side of all regulators in the gas fuel system shall be protected against excessive pressure by means of a suitable relief valve that is fitted to the regulator and set to discharge at a pressure of not less than twice, and not more than three times, the delivery pressure.
28	All regulators in the gas fuel system shall be fitted with a pressure gauge located on the high-pressure side of the regulator.
29	A master packless shut-off valve controlling all burners simultaneously shall be installed on the console of each gas-burning appliance.
30	All appliances incorporating pilot-lights or other continuous-burning flame devices shall incorporate a flame failure device arranged to shut off the main and pilot gas in the event of flame failure.
31	Installation clearances between appliances and adjacent combustible material shall not be less than the clearances specified in the manufacturer’s instructions.
32	The piping and components in the gas fuel system shall be located so that gas leakage tests may be carried out at prescribed intervals as follows: (a) note the pressure on the gauge when the appliance burner valves are shut and the packless shut-off valve and one cylinder valve are open; (b) note if the pressure on the gauge remains constant for at least 10 minutes when the cylinder valve is closed; (c) if the pressure on the gauge drops before the expiration of 10 minutes, locate the leakage by applying liquid detergent or soap water solution to all connections of the gas fuel system but do not use flame to test for leaks; and (d) repeat subitems (a), (b) and (c) for each cylinder in a multi-cylinder gas fuel system.
Systems Installation for Ships Exceeding 24 m in Length
33	Gas fuel storage cylinders and pressure-regulating and relief arrangements shall be (a) installed in a sturdily constructed metal enclosure with ventilation openings at both the top and the bottom of the enclosure; (b) protected from damage, direct rays of the sun and heat; and (c) located on or above the weather deck level and outside the superstructure, with access only from the open deck.
34	Spare and empty gas fuel cylinders shall have valve outlets that are capped and may be stored within the metal enclosure or may be secured on the open deck in a location that is protected from damage, direct rays of the sun and heat by a suitable cover, and the enclosure or cover shall be ventilated to prevent the accumulation of gas.
35	The metal enclosure shall be designed to be closed at all times except when access is required to change cylinders in the gas system or to maintain equipment, and only the following items shall be stored in the enclosure: (a) liquefied petroleum gas fuel storage cylinders and permanently secured system components; and (b) secured valve-protecting caps for cylinders that are in use.
36	Gas fuel storage cylinder pressure-relief valves shall be vented away from the cylinders and, as far as practicable, upwards to prevent impingement of escaping gas onto the cylinders.
37	Gas fuel safety device vent outlets shall end at least 1.5 m from enclosed space openings and ventilation intakes.
38	Compartments containing liquefied petroleum gas-burning appliances that are located above the weather deck shall be ventilated by (a) at least two natural air ventilator ducts each of which is at least 75 mm in diameter, one leading to and the other leading from the open deck and the extraction duct shall extend from within 15 cm of the deck of the compartment and the inlet duct shall extend to within 15 cm of the deckhead of the compartment; or (b) mechanical ventilation arranged in a manner similar to that described in subitem (a) except that the duct size shall be determined on the basis of at least 10 air changes per hour within the compartment and the fan and its motor, if not spark-proof, shall not be located in the compartment or the extraction duct.
39	Compartments that contain liquefied petroleum gas-burning appliances or in which gas may accumulate and that are located entirely below the weather deck shall be ventilated by mechanical ventilation of the positive extraction type with a spark-proof fan and motor having sufficient capacity to effect at least 10 air changes per hour through ventilators leading to and from the open deck and the extraction duct of the ventilator shall extend from the deck level and the inlet duct of the ventilator shall extend to the deckhead of the compartment.
Systems Installation for Ships not Exceeding 24 m in Length
40	Gas fuel storage cylinders and pressure-regulating and relief arrangements shall be (a) protected from damage, direct rays of the sun and heat; and (b) located on or above the weather deck level, outside the superstructure, with access only from the open deck.
41	Gas fuel storage cylinder pressure-relief valves shall be vented away from the cylinders, and, as far as practicable, upwards to prevent impingement of escaping gas onto the cylinders.
42	Gas fuel safety device vent outlets from safety devices shall end as far as practicable from enclosed space openings and ventilation intakes.
43	Spare and empty gas fuel cylinders shall have capped valve outlets, and shall be secured on the open deck and protected from damage, direct rays of the sun and heat.
44	Compartments that contain gas-burning appliances or in which gas may accumulate shall be efficiently ventilated so that inside air is exhausted through a vent opening located at the lowest part of the compartments.
Safety Notices for All Ships
45	Printed manufacturer’s instructions for the proper installation, maintenance and operation of each gas-burning appliance shall be permanently mounted in a readily visible location adjacent to the appliance.
46	The gas fuel cylinder storage location shall prominently display the following warning and operating instructions: “WARNING LIQUEFIED PETROLEUM GAS FUEL NO OPEN FLAME NO SMOKING BEFORE TURNING ON GAS FUEL READ OPERATING INSTRUCTIONS BELOW KEEP CYLINDER VALVES CLOSED WHEN CYLINDER EMPTY OR SHIP IS UNATTENDED BE SURE ALL APPLIANCE VALVES ARE CLOSED BEFORE OPENING THE CYLINDER VALVES CLOSE APPLIANCE VALVES WHEN APPLIANCE IS NOT IN USE TEST SYSTEM FOR LEAKAGE AT LEAST TWICE A MONTH CONSUMER OPERATING INSTRUCTIONS 1 Read and observe the appliance manufacturer’s instructions. 2 Never use a gas fuel appliance without ventilation. 3 Do not use the cooking appliance for space-heating. 4 To remove an empty cylinder: (a) close cylinder valve and burn out the gas fuel in the line by lighting all appliance burners; (b) when the gas stops burning, close the appliance valves; and (c) disconnect the empty cylinder, leaving the cylinder valve closed. 5 To install a full cylinder: (a) check that all appliance valves are in the closed position; (b) secure the cylinder to mounting and the outlet of the cylinder valve to the gas fuel system; (c) open the cylinder valve and test cylinder and regulator connections for leaks with a soap and water solution or another leak detection device, but never use a naked flame for testing; and (d) one at a time, open the appliance valves and light the burners and allow for a sufficient length of time to ensure that there is no air in the lines to interrupt gas fuel flow.”
47	The following warning and safety instructions shall be prominently posted in spaces where gas fuel appliances are located: “WARNING ENSURE THAT FRESH AIR VENTILATION SYSTEM IS IN OPERATION WHEN USING FUEL-BURNING APPLIANCE 1 If leakage of gas fuel is suspected or detected, the following actions must be taken immediately: (a) shut off the supply of gas by closing the main cylinder valve or valves; (b) extinguish all naked flames and other sources of ignition, including heaters, cookers, pilot lights and cigarettes; (c) do not operate electric switches or cause electric sparks; (d) advise the Master or engineer; (e) ventilate by creating a through draught to disperse the gas as liquefied petroleum gas is heavier than air and will tend to settle; (f) if possible evacuate the area because a leak with no fire may form an explosive mixture; and (g) remove all cylinders from the vessel if leakage cannot be stopped. 2 If any soot accumulates on pans or parts of the appliance or any unusual odours occur, the appliance should not be used until it is repaired as the appliance may be producing a deadly gas.”

Item	Requirements
1	Where the ship is to operate in low ambient temperatures, measures shall be taken to maintain essential deck machinery lubricating oil and hydraulic power oil at a viscosity suitable for reliable operation of the machinery.
Tanks
2	No lubricating oil or hydraulic power oil tank shall be located where spillage or leakage from the tanks creates a hazard by falling on heated surfaces.
3	No lubricating oil or hydraulic power oil shall be carried in the fore-peak.
4	Means shall be provided to prevent over-pressure in (a) any lubricating oil or hydraulic power oil tank by way of flame screened vent pipes terminating in a safe location; and (b) any lubricating oil or hydraulic power oil system by relief valve discharges leading back to suction sides of pumps or to suitable tanks.
5	Quantities of lubricating oil or hydraulic power oil in tanks shall be determined by (a) sounding pipes with suitable means of closure at their upper ends that terminate in a safe location; (b) heat resistant gauge glasses protected from mechanical damage and fitted with self-closing valves at the lower end and at the top of the glasses if the valves are connected to the tank below the maximum liquid level; or (c) other safe and efficient means where a supplementary means of manual sounding is fitted.
6	Subject to item 7, for ships certificated to carry more than 12 passengers and other ships in excess of 500 tons gross tonnage, every pressurized lubricating oil system pipe which when damaged allows oil to escape from a storage or service tank situated above the double bottom, shall be fitted with a cock or valve on the tank capable of being closed from a safe position outside the space.
7	In the case of tanks situated in any shaft or pipe tunnel or similar compact space, cocks or valves shall be fitted on the tanks and remote control may be operated by means of an additional valve outside the compact space.
8	Where the additional valve is fitted in the machinery space it shall be operable from outside this space.
Piping and Components
9	As far as practicable, all parts of a lubricating oil or hydraulic power oil system containing heated oil under pressure exceeding 180 kPa shall be located so that defects and leakage can readily be observed.
10	Machinery space lubricating oil and hydraulic power oil piping and components shall be adequately illuminated.
11	Means shall be taken to prevent oil that may escape under pressure from any component from coming into contact with heated surfaces.
12	Drip trays with drains leading to a sludge oil tank shall be fitted under all components where leakage may occur.
13	Lubricating oil and hydraulic power oil pipes shall be of steel or similar fire and pressure resistant material, except that flexible hoses are permissible in accordance with Schedule IX.
14	Sight flow glasses in piping systems shall be of fire resistant types.

Item	Description of Ships
1	In this Schedule, Group 1 ship Group 1 ship means a ship certificated to carry more than 12 passengers that is on a voyage as follows: (a) Foreign voyage, or (b) Home Trade Class I or II; Group 2 ship Group 2 ship means a ship certificated to carry more than 12 passengers that is on a voyage as follows: (a) Home Trade Class III to ports outside Canada, (b) where the ship is over 150 tons gross tonnage, Inland Water Class I or II to ports outside Canada, and (c) where the ship is over 61 m length, (i) Home Trade Class III to Canadian ports only, (ii) Inland Water Class I or II to Canadian ports only, or (iii) Minor Waters Class I; Group 3 ship Group 3 ship means any passenger and non-passenger ship over 18 m in length that is not a Group 1 or a Group 2 ship; Group 4 ship Group 4 ship means a ship that is over 5 tons gross tonnage, does not exceed 18 m in length and is not a launch; Group 5 ship Group 5 ship means a ship that is (a) not over five tons gross tonnage and certificated to carry passengers; or (b) is a launch.

Item	Requirements
Bilge Pumps and Connections
1	The main bilge pipe shall be connected to (a) at least three power pumps, where the Criterion of Service Numeral for the ship, as determined pursuant to the Hull Construction Regulations, is less than 30; or (b) at least four power pumps, where the Criterion of Service Numeral for the ship, as determined pursuant to the Hull Construction Regulations, is 30 or more.
2	One of the power pumps referred to in item 1 may be directly driven by a main propulsion engine.

Item	Requirements
1	In ships of 91.5 m or more in length, or that have a Criterion of Service Numeral for the ship, as determined pursuant to the Hull Construction Regulations, of 30 or more, the bilge pumping system shall have at least one power pump available for use in all flooding conditions the ship is designed to withstand.
2	The requirement of item 1 is met where (a) one of the power pumps is an emergency pump of a submersible type having a source of power and controls located above the bulkhead deck; or (b) the pumps and their sources of power are so disposed throughout the length of the ship that under any flooding conditions that the ship is designed to withstand at least one power pump in an undamaged compartment is operable.
3	Controls referred to in subitem 2(a) shall be clearly identified and an indication of their operational status at the remote control location given, and where extended spindles are used for valves, the spindles shall lead as directly as possible to the remote control location.
4	Where the ship is not a Safety Convention ship, one power pump, other than the emergency pump, with a pumping capacity of not less than 70 per cent of the capacity set out in the Table of Capacities to this Part may be used where the deficiency in pumping capacity is made up by the excess capacity in the other power pumps.
5	The required power pump capacity in m³ per hour for a given internal diameter in millimetres of main bilge pipes is set out in the Table of Capacities to this Part.
6	Where practicable, the power bilge pumps shall be placed in separate watertight compartments so arranged or situated that those compartments will not readily be flooded by the same casualty.
7	Where the engines and boilers are in two or more watertight compartments, the pumps available for bilge service shall be distributed throughout the compartments to the extent possible.
8	Manual bilge pumps, where fitted, shall be operable from above the bulkhead deck and shall be so arranged that the components can be withdrawn for examination and overhaul during flooding.
9	Where two manual pumps are fitted, a shut-off valve or cock operated from above the bulkhead deck, or non-return valves, shall be fitted to enable one of the pumps to be dismantled without the efficiency of the other being affected.
10	In coal-burning ships where there is no watertight bulkhead between the engine room and the boiler room, a direct discharge overboard shall be fitted from at least one condenser circulating water pump, or a condenser by-pass shall be fitted to the circulating water pipeline.
11	The main bilge pipe shall be arranged so that no part is situated nearer the side of the ship than the B/5 line where B is the breadth of the ship measured at right angles to the centre line at the level of the deepest subdivision load line or deep load line where a subdivision load line is not assigned.
12	Where any bilge pump or its connecting pipe to the main bilge pipe is situated outboard of the B/5 line, (a) a non-return valve shall be fitted in the connecting pipe at the junction with the main bilge pipe; and (b) the emergency bilge pump and its connections to the main bilge pipe shall be arranged so that they are situated inboard of the B/5 line.
13	Means shall be provided to prevent the compartment served by any bilge suction pipe from being flooded in the event of the pipe being severed or otherwise damaged in any other compartment by collision or grounding.
14	For the purpose of item 13, where any part of a bilge suction pipe is situated outboard of the B/5 line or in a duct keel, a non-return valve shall be fitted to the pipe in the compartment containing an open end.
15	All distribution boxes, cocks and valves in bilge pumping systems shall be (a) in locations that are accessible at all times under normal circumstances; and (b) so arranged that one of the bilge pumps is capable of pumping out any compartment during flooding conditions.
16	Where there is only one system of pipes common to all the bilge pumps, the necessary cocks or valves for controlling the bilge suction shall be operable from above the bulkhead deck.
17	Where, in addition to the main bilge pumping system, an emergency bilge pumping system is fitted, (a) the emergency system shall be (i) independent of the main system, and (ii) so arranged that a pump is capable of pumping out any compartment during flooding; and (b) only the cocks and valves necessary for the operation of the emergency system are required to be capable of being operated from above the bulkhead deck.
18	Remote controls for cocks and valves referred to in subitem 17(b) shall lead as directly as possible to the remote control location and shall be clearly identified at the upper end and an indication of their operational status given.
19	Where divided deep tanks or side tanks are provided with cross-flooding arrangements to limit the angle of heel after side damage, the arrangements shall be self-acting where practicable.
20	In the case where cross-flooding controls are necessary, such controls shall be clearly identified and shall be operable from above the bulkhead deck.
21	The size of vent pipes for tanks fitted with cross-flooding connections shall be determined by the size of the cross-flooding connections.
22	There shall be no closing appliance on vent pipes of tanks fitted with cross-flooding connections.

Item	Requirements
1	The main bilge pipe shall be connected to at least two power pumps.
2	Two power pumps operating together may be used in lieu of one power pump if the pumps have at least a combined capacity equivalent to the one power pump.
3	For ships not exceeding 91.5 m in length, one of the power pumps required by item 1 may be driven directly by the main propulsion engine.
4	For ships not exceeding 150 tons gross tonnage certificated to operate on Minor Waters, Inland Waters Class II or Home Trade Class IV voyages, a manual pump may be used in lieu of a power pump if it has inlet and outlet sizes equal to or greater than those of the power pump.
5	One power pump with a pumping capacity of not less than 70 per cent of the capacity set out in the Table of Capacities to this Part may be used where the deficiency in pumping capacity is made up by the excess capacity in the other power pumps.
6	The power pump capacity in m³ per hour for a given internal diameter in millimeters of main bilge pipes is set out in the Table of Capacities to this Part.
Oil Tankers and Similar Ships
7	For oil tankers and similar ships where the main machinery space bilge pumps are not connected to bilge pumping systems outside the machinery space, a main bilge suction pipe that has a cross-sectional area of not less than twice that of the branch bilge suction pipe may be used.
8	Design of bilge-water pumping systems outside the main machinery space and of ballast water systems in oil tankers and similar ships referred to in item 7 shall be in accordance with rules or codes.

Item	Requirements
Piping Systems
1	An effective pumping system shall be fitted with bilge suction pipes leading to drainage levels that permit all water within any compartment or any watertight section of any compartment to be pumped out through at least one suction pipe when the ship is on an even keel and is either upright or is listing by not more than 5°.
2	In ships certificated to carry more than 12 passengers, bilge water drainage in machinery spaces and watertight compartments shall be such that the spaces and compartments, where practicable, can be pumped out after a casualty when the ship is upright or listing.
3	The arrangement of the pumping system shall be such as to prevent the possibility of water passing from the sea to any compartment or from one watertight compartment to another and for that purpose bilge suction valves shall be of the screw-down non-return type.
4	A machinery space bilge suction pipe shall lead from an easily accessible mud box that is fitted with a straight tailpipe to the bilge, except that a mud box is not required if the tailpipe leads to an easily accessible strainer that has a total open area of at least three times the cross-sectional area of the suction pipe.
5	The open ends of bilge suction pipes in compartments outside machinery spaces shall be enclosed in strainers that (a) have perforations of not more than 10 mm in diameter; (b) have a total perforated area of not less than twice that of the suction pipe; and (c) can be cleared without breaking any joint of the suction pipe.
6	Bilge suction pipes shall have an internal diameter of not less than 35 mm, except that ships not in excess of 11 m in length may have suction pipes with an internal diameter of not less than 25 mm.
7	Subject to item 2, where a ship is not in excess of 11 m in length, one machinery space bilge suction pipe only is required to be fitted.
8	Bilge suction pipes for pumping cargo or machinery spaces shall be entirely separate from sea inlet pipes that may be used for filling or emptying spaces where liquid is carried.
9	Sea suction, overboard discharge and bilge valves shall be in easily accessible locations and readily visible.
10	Pipes shall be made in readily removable lengths with flanged joints, or other connections of a type offering security equivalent to that of flanged joints.
Pumps
11	The bilge suction pipe shall be connected to at least two pumps of the self-priming type unless a central priming system is provided for the pumps.
12	At least one bilge pump shall be an independent power pump and the other bilge pump may be a main propulsion engine-driven pump or manual pump, if the pumping capacity of each power pump meets the requirements of the Table of Capacities to this Part and the manual pump has inlet and outlet sizes equal to or greater than those of the independent power bilge pump.
13	For ships certificated to operate on Minor Waters, Inland Waters Class II and Home Trade Class IV voyages, each power pump capacity may be reduced by 20 per cent of the capacity set out in the Table of Capacities to this Part, but there shall be no reduction in the piping diameter.
14	For ships in excess of 11 m in length, the independent power pump shall have, in addition to the main bilge suction pipe connection, a direct machinery space bilge suction pipe of equal diameter.
15	Bilge pumps may be used as fire pumps if the simultaneous operation of bilge-pumping systems and fire-pumping systems is not compromised.
16	A general service power pump that is not connected to oil systems may be used as an independent bilge pump if it is fitted with the necessary connections for bilge pumping.
17	Pumps shall have isolating valves so that any one pump may continue to operate when another pump is dismantled.

Item	Requirements
1	For ships operating in extremely cold conditions, the design of all essential liquid or steam systems prone to frost damage or operational impairment shall take into account those operational conditions and the low-temperature characteristics of CO₂ and any other gases to be used in a ship system.
2	Water piping systems intended for use in areas exposed to freezing conditions shall, as far as practicable, be separate from water systems intended for use in internal spaces of ships, with drainage facilities being fitted in suitable and easily accessible locations.
3	Materials subjected to stress at high or low temperatures shall be resistant to failure due to such temperatures.
4	Means shall be provided to bring into operation propulsion and ship service machinery from a dead ship condition without external aid.
5	Machinery shall be protected against overspeeding and excessive vibration.
6	Ship propulsion systems shall have sufficient power, and arrangements shall be provided to enable the ship to be manoeuvered both ahead and astern and controlled at sea, having regard to the voyages the ship is to make.
7	Normal operation of the propulsion machinery shall be sustainable or restorable where one of the essential auxiliaries becomes inoperative, but a partial reduction in propulsion capability from normal operation is acceptable.
8	For single essential propulsion components, means shall be provided to assure reliability, especially in the case of unconventional arrangements.
9	All machinery shall be designed to operate when the ship is upright and when listing at any angle up to and including 15° either way under static conditions and 22.5° either way under rolling conditions and simultaneously inclined 7.5° by the bow or stern under pitching conditions.
10	Effective guards shall be provided for protection against machinery that moves, is hot or is otherwise hazardous.
11	Slip-resisting gratings, handrails and ladders shall be fitted to allow access to machinery for operational and maintenance purposes with particular attention being given to spaces where fluids may leak, such as steering gear compartments.
12	Sufficient means shall be provided, including lighting, to inspect, maintain and clean machinery parts.
13	Machinery spaces of category A shall be adequately ventilated so that when boilers or other machinery are operating at full power in all weather conditions, an adequate supply of air to the spaces is maintained for the safety and comfort of personnel and the operation of the machinery.
14	Other machinery spaces shall be adequately ventilated.
15	Where applicable, at least two independent means of communication shall be provided for communicating orders from the bridge to the location in the machinery space, or in the control room, from which the engines are normally controlled, and one of the means of communication shall be an engine-room telegraph that provides visual indication of the orders and responses both in the machinery space and on the bridge.
16	Appropriate means of communication shall be provided to any locations other than those referred to in item 15 from which the engines may be controlled.

Short Title

Interpretation

Application

Construction and Installation Standards

Material Testing and Marking

Component Inspection Certificate and Marking

PART I(Section 4)Design Specifications

PARTS II to IV[Repealed, SOR/2021-135, s. 69]

PART I(Section 4)Design Specifications

PARTS II to IV[Repealed, SOR/2021-135, s. 70]

PART I(Section 4)Design Specifications

PARTS II to IV[Repealed, SOR/2021-135, s. 71]

PART I(Section 4)Design Specifications

DIVISION IInternal Combustion Oil Engines

DIVISION IISteam Reciprocating Engines

PARTS II to IV[Repealed, SOR/2021-135, s. 72]

PART I(Section 4)Design Specifications

DIVISION ISteam Turbine Engines

DIVISION IIGas Turbine Engines

PARTS II to IV[Repealed, SOR/2021-135, s. 73]

PART I(Section 4)Design Specifications

DIVISION IReversing and Reduction Gearing

DIVISION IIShafting Systems

DIVISION IIIPropellers

PARTS II to IV[Repealed, SOR/2021-135, s. 74]

PART I(Section 4)Design Specifications

DIVISION ISteering Systems

DIVISION IINon-Duplicated Rudder Actuators for Tankers, Chemical Tankers and Gas Carriers of 10,000 Tons Gross Tonnage or more but less than 100,000 Tonnes Deadweight

DIVISION IIISteering Controls

DIVISION IVShipside Components

DIVISION VWindlasses

PARTS II to IV[Repealed, SOR/2021-135, s. 75]

PART I(Section 4)Design Specifications

DIVISION IApplication

DIVISION IIGroup 1, 2 and 3 Ships

DIVISION IIIGroup 1 and 2 Ships

DIVISION IVGroup 3 Ships

SUBDIVISION I

SUBDIVISION II

PARTS II to IV[Repealed, SOR/2021-135, s. 76]

PART I(Section 4)Design Specifications

DIVISION IApplication

DIVISION iiSpecifications

PARTS II to IV[Repealed, SOR/2021-135, s. 77]

PART I(Section 4)Design Specifications

PARTS II to IV[Repealed, SOR/2021-135, s. 78]

PART I(Section 4)Design Specifications

PARTS II to IV[Repealed, SOR/2021-135, s. 79]

PART I(Section 4)Design Specifications

PARTS II to IV[Repealed, SOR/2021-135, s. 80]

PART I(Section 4)Design Specifications

DIVISION IApplication

DIVISION IISpecifications

PARTS II to IV[Repealed, SOR/2021-135, s. 81]

PART I(Section 4)Design Specifications

PARTS II to IV[Repealed, SOR/2021-135, s. 82]

PART I(Section 4)Design Specifications

DIVISION IApplication

DIVISION iiGroups 1, 2 and 3 Ships

DIVISION IIIGroup 1 Ships

DIVISION IVGroup 2 Ships

DIVISION VGroups 1 and 2 Ships

DIVISION VIGroup 3 Ships

DIVISION VIIGroup 4 Ships

DIVISION VIIIGroup 5 Ships

PARTS II to IV[Repealed, SOR/2021-135, s. 83]