• (a) crankshafts, bearings and bolts;

• (b) pistons, piston rods, connecting rods, guides, crossheads, bearings and bolts;

• (c) cylinders, cylinder liners, covers, valves, valve mechanisms, pillars and bolts;

• (d) bedplates and frames; and

• (e) pressure charging and scavenging mechanisms for internal combustion oil engines.

• (a) turbine cylinder assembly, including covers, discs, nozzles, blades and bolts;

• (b) turbine rotor assembly including discs, blades and bolts;

• (c) valves, pipes, couplings, clutches, bearings and bolts;

• (d) compressor cylinder and rotor assembly for a gas turbine; and

• (e) combustion chamber and heat exchanger for a gas turbine.

• (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).

• (a) intermediate, thrust and screw shafts including liners, in particular protective coating for carbon steel screw shafts with non-continuous liners;

• (b) intermediate, thrust, stern and “A” bracket bearings;

• (c) stern bushes and stern glands including their attachments to the ship;

• (d) shaft lubrication arrangements; and

• (e) critical speed of rotating assembly including vibration analysis.

• (a) shafting, pinions, wheels, couplings, clutches, and bolts; and

• (b) gearcase, bearings, piping, valves, and bolts.

• (a) electrical generator and motor shafts, ship propulsion intermediate, thrust and screw shafts, including liners and bolts; and

• (b) intermediate, thrust, stern and “A” bracket bearings and stern bushes.

• (a) bearings, thrust pads and shaft surfaces following lifting of the upper half of the bearing and removal of thrust pads, and the lower half of the bearing shall be exposed if alignment and wear are unacceptable in accordance with rules or codes and the manufacturer’s recommendations;

• (b) bearing securing arrangements; and

• (c) lubricating oil system and temperature monitoring devices.

• (a) shaft surfaces, liners, glands, key and keyway, nuts, locking devices and, as far as practicable, the stern bearing and tube, following shaft withdrawal; and

• (b) uncoated surfaces of water lubricated carbon steel shafts adjacent to the ends of the non-continuous liners and at the forward end of the sharp edged keyway by means of a magnetic-particle, dye-penetrant or other crack detection method.

• (a) the propeller, the nut, locking devices and cone, following removal from the shaft; and

• (b) installation of the propeller to the shaft in respect of correct propeller reassembly on the shaft.

• (a) the lubricating oil analysis shows that the oil is suitable for further service;

• (b) the stern bearing wear-down is within safe limits; and

• (c) the external oil gland is disassembled and the area at the top of the taper or flange fillet is subjected to a magnetic-particle, dye-penetrant or other crack detection method.

• (a) the stern bearing wear-down is within safe limits; and

• (b) the shaft is withdrawn to a sufficient distance to expose the stern bearing contact area and the area at the top of the taper or flange fillet is subjected to a magnetic-particle, dye-penetrant or other crack detection method.

• (a) with hubs removed from screw shafts, at intervals not exceeding 10 years except that hubs are not required to be removed from the shafts if the securing studs or cap screws can be extracted and inspected, especially the threaded portions of hubs and securing studs or cap screws; and

• (b) blade systems, at the time of screw shaft periodic special inspection or partial inspection with only one blade system different from the blade system examined at a previous inspection dismantled so that in the course of successive inspections all the blade systems are inspected, if mechanisms, bearing tolerances, bolting, sealing arrangements and operating fluid analyses show that the blade systems are suitable for further service.

• (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.

• (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.

• (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.

• (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.

• (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.

• (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.

• (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.

• (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 refilled from within the steering gear compartment through permanently connected piping leading from the storage tank.

• (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.

• (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 so arranged 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 speedily regained, and for other types of steering gear, a similar standard can be achieved.

• (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).

• (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.

• (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.

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

A and B are as follows:

P_b = P. A s_Ba/SB

where

• (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.

• (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.

• (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.

• (a) welding details and processes;

• (b) detailed design calculations;

• (c) stress analysis of the pressure-retaining components;

• (d) depending on design complexity, unusual manufacturing processes and foreseen dynamic load, the Board may require

  • (i) a fatigue analysis, and

  • (ii) a fracture mechanics analysis; and

• (e) the Board may require experimental stress analysis in support of, or in lieu of, the theoretical analyses referred to in subitem (d).

• (a) rams, frames, pintles and other components under stress when transmitting torque to the rudder stock; and

• (b) cylinders and other components retaining pressure.

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 Going, 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 Going, 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.

• (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.

• (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.

• (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 fire-fighting capability in accordance with the Fire Detection and Extinguishing Equipment Regulations;

• (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.

• (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.

• (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.

• (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.

• (a) the condition of exposed systems parts is adequate taking into account normal wear; and

• (b) there is no apparent damage to, or deterioration of unexposed parts of the systems.

• (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.

• (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.

• (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.

• (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.

• (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.

• (a) nature of the fluid to be contained in the tank;

• (b) tank volume and design fluid head;

• (c) tank materials, sizes, plate seams and supports; and

• (d) tank openings, vents and other connections.

• (a) tank design pressure head exceeds 5 m; or

• (b) tank material is other than steel.

• (a) pipe connections to flanges and other joining arrangements;

• (b) securing arrangements for pumps and piping, allowances for vibration and thermal expansion and stress calculations where required;

• (c) protection against piping damage particularly where led through working spaces;

• (d) materials, means of attachment and thickness of thermal insulation; and

• (e) protection against overpressure to or from steam systems when used for heating purposes in integral jackets of machinery.

• (a) carrying out water purity tests;

• (b) dealing with contaminated water; and

• (c) draining systems that are susceptible to frost damage.

• (a) pipe connections to flanges or other joining arrangements;

• (b) securing arrangements for pumps, non-structural tanks, and piping and damage protection where necessary; and

• (c) materials, means of attachment and thickness of thermal insulation.

• (a) pipe connections to flanges or other joining arrangements;

• (b) securing arrangements for pumps, non-structural tanks and piping; and

• (c) protection against overpressure to or from water systems when used for cooling purposes in integral jackets of machinery.

• (a) inspection of securing arrangements and of locations where fluid leakage and excessive vibration may occur; and

• (b) verification of correct adjustment and operational condition of reducing valves, safety valves and associated pressure gauges.

• (a) inspection of securing arrangements, of locations where fluid leakage may occur and of sea inlet and discharge connections; and

• (b) verification of correct adjustment and operational condition of valves and components within the systems.

• (a) external inspection of flange connections;

• (b) internal inspection as far as practicable; and

• (c) hydrostatic pressure testing to 1.5 times the assigned working pressure.

• (a) the insulation that is in the way of welds removed;

• (b) the piping hydrostatically pressure tested to 1.5 times the assigned working pressure; and

• (c) the joints inspected and where necessary examined by means of a magnetic-particle, dye-penetrant or other crack detection method.

• (a) all internal and external parts including valves, bearings and safety devices; and

• (b) all securing arrangements without dismantling if a general examination shows that the condition of the components is suitable for further service.

• (a) internal and external parts; and

• (b) all securing arrangements without dismantling if a general examination indicates that the condition of the components is suitable for further service.

• (a) pipe connections to flanges or other joining arrangements;

• (b) securing arrangements of compressors, air driven machinery, piping and allowances for vibration; and

• (c) protection against piping damage and over-pressure to or from cooling fluid in integral jackets.

• (a) ships not in excess of 18 m and certificated to carry not more than 12 passengers; or

• (b) systems with an assigned working pressure not in excess of 103 kPa.

• (a) pipe connections to flanges or other joining arrangements;

• (b) securing arrangements of compressors and piping, allowances for vibration, thermal expansion and contraction and insulation;

• (c) protection against piping damage and against over-pressure to crankcases and to or from cooling fluid in integral jackets of machinery; and

• (d) ventilating refrigeration machinery spaces and, for ammonia systems, the gas containing and clearing methods.

• (a) ships not in excess of 18 m certificated to carry not more than 12 passengers; or

• (b) systems where the power absorbed by the gas compressor is not in excess of 10 kW except where the gas is ammonia.

• (a) inspection of securing and insulating arrangements of piping systems and of locations where fluid leakage and excessive vibration may occur; and

• (b) verification that valves and fittings within the system are in correct adjustment and operational condition.

• (a) all compressor and air driven machinery external parts and internal parts of crankcases or rotary machinery casings without further dismantling if the general condition of the machinery shows that it is suitable for further service;

• (b) compressor machinery shut-off valves, safety devices and other components without dismantling if the general condition of the machinery shows that it is suitable for further service; and

• (c) all securing arrangements without dismantling if a general examination shows that the condition of the components is suitable for further service.

• (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.

• (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.

• (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.

• (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.

• (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.

• (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.

• (a) pipe connections to flanges or other joining arrangements;

• (b) securing arrangements for pumps, non-structural tanks, appliances, piping, flexible hose installations and other components;

• (c) piping insulation and hazard protection particularly against heated oil;

• (d) cross connection with other systems; and

• (e) remote control of valves in systems.

• (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.

• (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.

• (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.

• (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.

• (a) liquefied petroleum gas fuel storage cylinders and permanently secured system components; and

• (b) secured valve-protecting caps for cylinders that are in use.

• (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.

• (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.

“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.”

• (a) cylinder, component, piping and appliance connections;

• (b) securing arrangements for cylinders, components, pipes and appliances; and

• (c) hazard protection for cylinders, components, pipes and appliances.

• (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 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.

• (a) for evidence of deterioration or leakage without dismantling if a general examination shows that the condition of the liquefied petroleum gas fuel systems is suitable for further service; and

• (b) by witnessing of a gas leakage test in accordance with item 3 of Division II of Part III.

• (a) leaks;

• (b) is weakened appreciably by corrosion, denting or bulging or shows other evidence of rough usage;

• (c) has lost five per cent of its tare weight; or

• (d) has been in a fire.

• (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.

• (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.

• (a) pipe connections to flanges or other joining arrangements;

• (b) securing arrangements for pumps, non-structural tanks, piping, flexible hose installations and other components;

• (c) piping hazard protection, particularly against heated oil; and

• (d) remote control of valves in systems.

• (a) ships not in excess of 18 m in length and certificated to carry not more than 12 passengers;

• (b) a lubricating oil system in which the oil storage tank capacity is not in excess of 250 L; and

• (c) a hydraulic power oil system for

  • (i) non-essential services, or

  • (ii) units where the total output power is not in excess of 2 kW.

• (a) external and internal parts of pumps and driving components including valves, bearings, controls, and safety devices, except gear or rotary pumps where dismantling is not required if a general examination shows that the condition of the components is suitable for further service;

• (b) systems shut-off valves, safety devices and other components without dismantling if a general examination shows that the condition of the components is suitable for further service; and

• (c) securing arrangements without dismantling if a general examination shows that the condition of the components is suitable for further service.

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 Going, 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.

• (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.

• (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.

• (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.