MERCHANT SHIPPING (INSTRUCTIONS TO SURVEYORS) (PASSENGER SHIPS) REGULATIONS

MERCHANT SHIPPING (INSTRUCTIONS TO SURVEYORS) (PASSENGER SHIPS) REGULATIONS

MERCHANT SHIPPING (INSTRUCTIONS TO

SURVEYORS) (PASSENGER SHIPS) REGULATIONS.



(Ord. No. 10 of 1899, section 10(6)).
[4th October, 1941.]

PRELIMINARY.



1. The object of these instructions is to secure uniformity of action
by Government surveyors of ships in the performance of their duties in regard
to the survey of passenger ships under the provisions of the Merchant
Shipping Ordinance and also to indicate to shipowners, shipbuilders and others
concerned the conditions under which the Governor is prepared to issue safety
certificates or passenger certificates.

Government surveyors are in no case to give a declaration either for the
hull, boilers, machinery or equipment or any other matter unless they are fully
satisfied that all the requirements of the Merchant Shipping Ordinance and of
the Merchant Shipping Acts 1894 to 1958, relating to these matters have been
complied with.

It is the duty of the Government surveyors of ships to satisfy themselves
personally regarding every detail of the survey of a passenger ship and not,
without the authority of the Principal Surveyor of Ships, to trust to any
certificate or other document given by any person not responsible to the
Governor. This instruction does not apply to certificates of compass
adjustment.

11. (1) So far as the same are not inconsistent with the provisions of these
instructions the definitions contained in regulation 2 of the Merchant Shipping
(Life Saving Appliances) Regulations- 1935, notwithstanding their revocation
by the Merchant Shipping (Life Saving Appliances) Regulations, shall apply in
the interpretation of these instructions.

(2) In these instructions

'Principal Surveyor of Ships' means the Assistant Director of Marine (Ship
Surveys);

-Declaration of Survey' means a declaration made under Part VI of the
Merchant Shipping Ordinance;

force by virtue of section 119(1) of the Merchant Shipping Ordinance,
Chapter 281. They were amended by G.N.A. 169/50.





'Safety convention ship' means a ship belonging to a country to which
the Safety Convention applies and the expression 'Safety
Convention passenger steamer' shall be construed accordingly;

-Special passenger trade- or 'Simla Special Trade' means any passenger
trade in which passenger steamers are employed in the carriage of
large numbers of unberthed passengers, and 'special passenger
trade voyage' shall be construed accordingly.

111. Every passenger steamer must be surveyed at least once every
year. The survey will be arranged on the application of the owners
whose duty it is to cause such survey to be made. Application for
survey should be made on the form Surveys 6 which can be obtained at
the Principal Surveyor of Ship's Office.

IV. In order that the survey may be taken in hand without delay, at
least three days' notice should be given to the Principal Surveyor of
Ships.

V. Except by the express direction of the Principal Surveyor of
Ships, no survey shall be commenced until the appropriate fee is paid.

VI. Government surveyors of ships should, if possible, make their
inspections when the owner, agent, master or chief mate and chief
engineer of the vessel are present. Defects can then be pointed out to
the proper persons without incurring the uncertainty and delay
attendant upon messages delivered to subordinate officers.

If the owners do not instruct a responsible representative to be
present, the Government surveyor of ships will proceed with the survey
in his absence.

VII. In order to prevent mistakes as to the nature and extent of
repairs required by the Government surveyors whenever they cannot
give a declaration until repairs are effected or alterations made, they will,
on request, give to the owner or agent a written statement of the nature
and extent of the defects to be remedied or alterations required.

If any difference of opinion should arise or any questions be raised
between the Government surveyor of ships and the owner, or other
persons interested in the survey, the case should be reported to the
Principal Surveyor of Ships.

VIII. After the completion of the survey no change is to be made in
the approved structural arrangements, watertight subdivision
arrangements, passenger accommodation, equipments or machinery
without the sanction of the Principal Surveyor of Ships.





Surveyors should therefore make it generally known to owners
and their technical representatives that where it is proposed to
make any alterations or additions affecting the ship or its
machinery or equipments, or the passengers' or crew's accom-
modation, prior information should be given to the Principal
Surveyor of Ships so that appropriate action can be taken before
such alterations or additions are made.

In all cases the Principal Surveyor of Ships will decide
whether or not it will be necessary to issue fresh declarations or
certificates.

IX. When from any cause a passenger steamship has
sustained damage affecting her seaworthiness or efficiency in any
part of her hull, equipments or machinery a Government surveyor
of ships is to go on board and ascertain the extent of the damage.

The surveyor should at once report to the Principal Surveyor
of Ships the result of his examination, and whether in his opinion
the vessel is rendered inefficient or unseaworthy in hull, machinery
.or equipment, and whether or not he has detained the ship.

On completion of any repairs a full report is to be filed in
the office of the Principal Surveyor of Ships.

X. For the convenience of ship-builders and shipowners,
the Government allows the surveyors to undertake the survey, or
partial survey, during construction, of ships which will not qualify
for a passenger certificate owing to the absence of passenger
accommodation, or to non-compliance with the regulations having
reference to hull, life-saving appliances, or other part of the
equipment, machinery or boilers, and after such a survey, or
partial survey (which may include the steam trial), the Govern-
ment will, if desired, issue a letter certifying that the hull,
machinery, boilers, or other parts specified, have been constructed
to the satisfaction of the surveyor, and that, had the regulations
been fully complied with in all other respects, the ship would
have been entitled to a passenger certificate under the provisions
of the Merchant Shipping Ordinance.

In the survey for a certifying letter the procedure should be
identical with that followed in the survey for passenger certificate.

A letter similar in character to the above will be issued by
the Government in respect of new engines, boilers, or auxiliary
machinery which have been constructed under survey in the usual
way, but do not comply with the highest legal requirements, and
are therefore not entitled to a certificate.

When for any reason, a ship is* not to be surveyed during
construction for a passenger certificate or certifying letter the
Principal Surveyor of Ships will undertake to examine and advise





upon any plans showing the hull scantlings, watertight subdivision and other
arrangements and details proposed for the ship, and, where the final proposals
comply with the legal requirements for passenger ships, to issue a certifying
letter to that effect.

PART 1.

CONSTRUCTION OF HULL.

1. (1) Every new steamship for which, when completed, a safety
certificate or a passenger certificate will be required, is to be surveyed during
construction and these Instructions are for the guidance of the surveyor in
carrying out this duty.

(2) All proposals relating to hull scantlings, structural strength, watertight
subdivision, escapes, weathertight arrangements and fire-resisting bulkheads are
in the first instance to be referred to the Principal Surveyor of Ships. (See
paragraph 74).

(3) In order to avoid the inconvenience and delay which might arise if
alterations or amendments are deemed necessary the various plans and
particulars should be submitted before the work is put in hand at the ship.

(4) As the construction of the ship proceeds the surveyor is to satisfy
himself that the arrangements and details in connexion with the structure of the
hull, watertight subdivision, fire-resisting bulkheads, etc., are in accordance with
the approved plans and these Instructions. Where any parts or arrangements are
found to be materially different from those approved by the surveyor of ships
or are unsatisfactory in any respect the surveyor is at once to forward a report
to the Principal Surveyor of Ships.

All pressure and hose tests specified in these Instructions are to be carried
out in the presence and to the satisfaction of the surveyor, who will make
appropriate records of the tests.

(5) Standard of Subdivision: The surveyor must satisfy himself that the
approved standard of subdivision is provided in the ship and the procedure
described below is generally to be followed

(a) Spacing of watertight bulkheads: The positions of the main transverse
bulkheads are to be noted from the approved subdivision plans and recorded in
Form B.H.1. These positions are to be checked at the ship together with those
of the approved steps and recesses in the watertight bulkheads, and the arrange
ment of longitudinal watertight and non-watertight bulkheads.





1 (b) Form of ship: In order that the surveyor may satisfy himself that
the form of the ship as built substantially agrees with the particulars
from which the flooding curves have been developed, the following or
other approved procedure is to be adopted

The surveyor is to measure from the plans and enter in Form B.H.1
a series of depths and breadths to the moulded lines in the plane of
each main transverse bulkhead. In ordinary cases it will be sufficient to
measure the breadth at points obtained by dividing the depth into six
equal parts. If, however, the breadths could be more conveniently taken
at each tenth of the ship's length or in any other positions, definite
proposals to that effect are to be submitted for consideration.

When the construction of the ship is sufficiently advanced the
corresponding breadths are to be measured at the ship and

cl

entered in Form B.H.1.

(c) Appropriation of Spaces: The appropriation of all spaces upon
which the calculations of average permeabilitles and criterion numeral
are based is to be entered in Form B.H.1 and B.H.1A, and when the ship
is completed the surveyor is to examine each space and satisfy himself
that it will be used for the purpose shown on the approved plans.

If it appears that a space will be used for a purpose such as would
involve a higher average permeability of the portion of the ship in which
the space is situated or an increase in the criterion numeral, the
surveyor is to call the builder's attention to the matter and report full
particulars to the Principal Surveyor of Ships.

(d) Inspection of Subdivision Loadline Markings: Before issuing
his declaration the surveyor is to inspect the subdivision loadline
marks placed on the ship's sides, and satisfy himself that they are in
accordance with paragraph 16 of these Instructions. The surveyor is
held responsible for the duty of ensuring that the positions of the
marks to which the ship may load when carrying passengers
correspond with the approved subdivision draughts.

(6) Entries in Form B.H.1: All particulars for which provision is
made in Form B.H.1 are to be entered therein and on completion of the
ship this form, with the diagram B.H.1A attached, is to be forwarded to
the Principal Surveyor of Ships for examination and record.

Strength and inspection of hulls of new ships.

2. The. structural plans and particulars specified in paragraph
74(1)(a) and (b) and any others which may be necessary for





the purpose are to be submitted so that the Surveyor of Ships may
determine whether the strength of all parts of the structure of the ship
will be sufficient.

If after approval of these submissions any structural modifications
are made which may affect the strength of the ship or any of its parts,
they are to be reported in detail for the Principal Surveyor of Ships'
approval and instructions, and before issuing his declaration the
surveyor is to satisfy himself that in all respects the ship has been
constructed in accordance with the structural plans as finally approved
by the Surveyor of Ships.

3. The surveyor is not to undertake the first survey of a ship for a
safety certificate or a passenger certificate after the hull is complete,
painted and cemented until he has reported full particulars of the case to
the Principal Surveyor of Ships and received instructions as to the
action to be taken.

Surveys made while a ship is being built are for the purpose of
enabling the surveyor to form an opinion of the material, construction
and workmanship, and when a surveyor declines to grant a declaration
in consequence of not having inspected the hull before it was painted
and cemented, the owners or builders of the ship are to be referred to the
Principal Surveyor of Ships who will decide what steps are to be taken.

4. During the survey for a safety certificate or a passenger
certificate for the first time the bottom of a new ship need not be
examined in dry dock after launching, if it has been examined by the
surveyor before the ship is launched, unless he has special reasons for
considering it necessary. In each case the procedure followed is to be
recorded.

Watertight subdivision

5. Every passenger ship shall be as efficiently subdivided as is
possible having regard to its intended service. The instructions laid
down in paragraphs 6 to 14 give effect to this principle by providing for
the degree of subdivision to vary with the length of the ship and with
the service in such manner that the highest degree of subdivision is
required in ships of the greatest length primarily engaged in the carriage
of passengers.

6. (1) The Subdivision Load-line is the water-line drawn parallel to
the keel, used in determining the subdivision of the ship. (See also
paragraph 16).

(2) The Length of the Ship (L), in ships of the usual form at the
ends, is to be measured between perpendiculars taken at the





extremities of the deepest subdivision load-line. (See note (i), Appendix I).

(3) The Breadth of the Ship (B), is the extreme width from outside of
frame to outside of frame at or below the subdivision load-line.

(4) The Bulkhead Deck is the uppermost continuous deck to which all
transverse watertight bulkheads are carried. (See also paragraph 7).

(5) The Margin Line is a line drawn parallel to the bulkhead deck at side
line, and three inches below the upper surface of that deck at side. (See also
paragraph 7 and Notes, Appendix I).

(6) The Draught (d) is the vertical distance from the top of keel amidships
to the subdivision load-line.

(7) The Freeboard (f) is the vertical distance from the subdivision load-line
to the margin line amidships. (See also Notes, Appendix I).

(8) The Sheer of the bulkhead deck at any point is the vertical distance
between the beam at side line at that point and a line drawn parallel to the
subdivision load-line at the height of the beam at side line amidships. (See also
Notes and Diagrams 1 to 6, Appendix 1).

(9) The Block Co-efficient of Fineness of Displacement to' Subdivision
Load-Line referred to in Appendix 1 shall be determined as follows-Volume of
displacement to moulded lines

(L.B.d.).

(10) The Permeability (p) of a space is the percentage of that space which
can be occupied by water.

The volume of a compartment which extends above the margin line shall be
measured only to the height of that line. (See paragraphs 9 and 11).

(11) The Machinery Space is to be taken as extending in length between the
extreme main transverse watertight bulkheads bounding the spaces devoted to
the main and auxiliary propelling machinery, including boilers when installed,
and it shall contain all permanent coal bunkers. (See also paragraph 11).

No adjustment to this length will, as a general rule, be necessary unless the
sectional area at the after perpendicular exceeds one-tenth of the midship
sectional area, in which case full particulars should be submitted in order that
an equitable length may be determined.

Where there is a variation in the thickness of the bulkhead deck at side, the
top of the deck should be taken at the least thickness of the deck at side above
the beam. If desired, however, the top of the deck may be taken at the mean
thickness of the deck at side above the beam as calculated for the whole length
of the deck; in this calculation no greater thickness is to be used than the least
thickness plus two inches.





(12) Passenger Spaces are those which are provided for the
accommodation and use of passengers, excluding baggage, store,
provision and mail rooms.

For the purposes of paragraphs 9 and 11, spaces provided below
the margin line for the accommodation and use of the crew shall be
regarded as passenger spaces.

(13) A Watertight Deck is a deck so constructed as to prevent water
under pressure from passing through in either an upward or a
downward direction.

(14) A Weathertight Deck is one through which, in ordinary sea
conditions, water will not penetrate in a downward direction. The
bulkhead deck is in all cases to be weathertight in this sense unless
there is a. deck above it which is weathertight.

(15) Units of Measurement. Except where otherwise specified all
linear dimensions are to be in feet and volumes in cubic feet, the latter
being calculated to moulded lines.

(16) For floodable length, permissible length, factor of subdivision
and criterion of service see paragraphs 7, 10, and 11 respectively.

Flooding calculations

7. (1) In order to determine the subdivision of a ship it will be
necessary to develop flooding curves which will indicate the floodable
length at any point in the length of the ship.

(2) For a ship which has a continuous bulkhead deck this
floodable length is the maximum portion of the length of the
ship having its centre at the point in question, which can be
flooded under the definite assumptions as to permeability laid
down in paragraph 9, without submerging the margin line.

(3) If the ship has not a continuous bulkhead deck, the floodable
length is to be calculated with reference to an assumed continuous
margin line up to which, having regard to sinkage and trim after
flooding, the sides of the ship and the bulkheads are watertight, special
consideration being given to the requirements of these Instructions in
which reference is made to the margin line. Examples of the procedure to
be followed in certain cases are given in Diagrams 2 to 6, Appendix 1.

8. Flooding curves are to be developed by a method of calculation
which takes due account of the form, draught, and other characteristics
of the ship in question. For the present the method described in
Appendix 1 is to be used generally and to the exclusion of independent
calculations, provided, however, that





where it is shown to the satisfaction of the Principal Surveyor of Ships
that a ship is of such unusual form that this method is not completely
accurate, an approved alternative method may be used. (See paragraph
75).

9. (1) The definite assumptions referred to in paragraph 7 relate to
the permeabilities of the spaces below the margin line.

In determining the floodable length, a uniform average permeability
shall be used throughout the whole length of each of the following
portions of the ship below the margin line

(a) the machinery space as defined in paragraph 6(11);

(b) the portion forward of the machinery space; and

(c) the portion abaft the machinery space.
(2) (a) For steamships the uniform average permeability
throughout the machinery space shall be determined from the formula

80 12.5 a c 1 where

a volume of the passenger spaces, as defined in paragraph 6(12)
which are situated below the margin line within the limits of the
machinery space.

c volume of between deck spaces below the margin line within the
limits of the machinery space which are appropriated to cargo, coal or
stores.

v whole volume of the machinery space below the margin line.

(b) For ships propelled by internal combustion engines, the
uniform average permeability shall be taken as 5 greater than that given
by the above formula.

(c) Where it is sh own to the satisfaction of the Principal Surveyor
of Ships that the average permeability of the machinery space, as
determined by detailed calculation, is less than that. given by the
formula, the calculated value may be substituted. For the purposes of
such calculation, the permeabilities of passenger spaces, as defined in
paragraph 6(12), shall be taken as 95, that of all cargo, coal and store
spaces as 60, and that of double bottom, oil fuel and other tanks at such
values as may be approved in each case by the Principal Surveyor of
Ships.

(3) The uniform average permeability throughout the portion of the
ship before (or abaft) the machinery space shall be determined from the
formula

63 35 a where
v





a volume of the passenger spaces, as defined in paragraph 6(12) which
are situated below the margin line, before (or abaft) the machinery space, and

v whole volume of the portion of the ship below the margin line before
(or abaft) the machinery space.

(4) If a between deck compartment between two watertight transverse
bulkheads contains any passenger or crew space, the whole of that
compartment, less any space completely enclosed within permanent steel
bulkheads and appropriated to other purposes, shall be regarded as passenger
space. If, however, the passenger or crew space in question is completely
enclosed within permanent steel bulkheads, only the space so enclosed need be
considered as passenger space.

10. (1) Permissible Length: The maximum permissible length of a
compartment having its centre at any point in the ship's length is obtained from
the floodable length by multiplying the latter by an appropriate factor called the
factor of subdivision.

(2) Factor of Subdivision: The factor of subdivision shall depend on the
length of the ship, and for a given length shall vary according to the nature of the
service for which the ship is intended. It shall decrease in a regular and
continuous manner

(a) as the length of the ship increases; and

(b) from a factor A, applicable to ships primarily engaged

in the carriage of cargo, to a factor B, applicable to ships primarily
engaged in the carriage of passengers.

The variations of the factors A and B respectively shall be expressed by
the following formulae

190

A .18 (L 430 and upwards) (i)

L 198

B 100 18 (L 260 and upwards) (ii)

L 138

where L is the length of the ship, as defined in paragraph 6(2).

11. (1) For a ship of given length the appropriate factor of subdivision
shall be determined by the Criterion of Service Numeral (hereinafter called the
Criterion Numeral) as given by the following formulae where

Cs the Criterion Numeral;

L length of the ship, as defined in paragraph 6(2);

In consequence of this paragraph the diagram Plate I in Volume 11 of the
'Instructions as to the Survey of Passenger Steamships' (published by the
Ministry of Shipping, London) is cancelled.





M the volume of the machinery space, as defined in paragraph
6(11); with the addition thereto of the volume of any permanent oil fuel
bunkers which may be situated above the inner bottom and before (or
abaft) the machinery space;

P the whole volume of the passenger spaces below the margin
line, as defined in paragraph 6(12);

V the whole volume of the ship below the margin line;

N number of passengers for which the ship is to be certified; and

P, 6LN where 6L represents the specific volume per passenger in
cubic feet for criterion purposes. (Where, however, it is shown to the
satisfaction of the Principal Surveyor of Ships that the value of .6LN is
greater than the sum of P and the whole volume of the actual passenger
spaces above the margin line, the lower figure may be taken provided
that the value of P,, used is not less than ALN).

When P, is greater than P

Cs 72 M 2P . ...............(iii)

V P1 P

and in other cases

Cs 72 M 2P .................1 (iv)

V

(2) Limiting Values of Criterion Numeral

(a) Values of Cs less than 23 shall be taken as 23 and

(b) Values of Cs greater than 123 shall be taken as 123.

(c) For the purposes of paragraph 12(2) and 12(3)

S 4691 10L
17

(3) For ships not having a continuous bulkhead deck, the volumes
are to be taken up to the actual margin lines used in determining the
floodable lengths.

12. (1) The subdivision abaft the fore peak of ships 430 feet in
length and upwards shall be governed by the factor F given by the
formula

F A (A B) (Cs 23) (V)
100

Where A and B respectively are the factors (i) and (ii) defined in
paragraph 10.





Where the factor F is less than .40 and it is shown to the
satisfaction of the Principal Surveyor of Ships to be impracticable to
comply with the factor F in a machinery compartment of the ship, the
length of such compartment may be governed by an increased factor,
which, however, shall not exceed .40.

(2) The subdivision abaft the fore peak of ships less than 430
feet but not less than 260 feet in length having a criterionnumeral not
less than S, shall be governed by the factor F given by the formula

F 1 (1 B) (Cs S)
123 -S

where B is the factor (ii) defined in paragraph 10.

(3) The subdivision abaft the fore peak of ships less than 430
feet but not less than 260 feet in length and having a criterion numeral
less than S; and of all ships less than 260 feet in length, shall be
governed by the factor unity, unless it is shown to the satisfaction of
the Surveyor of Ships to be impracticable to comply with this factor in
any part of the ship, in which case, the Principal Surveyor of Ships may
allow such relaxation as may appear to be justified, having regard to all
the circumstances.

(4) The provisions of sub-paragraph (3) shall apply also to
ships of whatever length, which are to be certified to carry a number of
passengers exceeding 12, but not exceeding either LI. in feet

50, whichever is the less.

13. (1) Permissible length of pairs of compartments:

(a) A compartment may exceed the permissible length determined
by the rules of paragraph 12, provided the combined length of each pair
of adjacent compartments to which the compartment in question is
common, does not exceed either the floodable length, or twice the
permissible length, whichever is the less (see also clause (4) of this
paragraph).

(b) If one of the two adjacent compartments is situated inside the
machinery space, and the second is situated outside the machinery
space, and the average permeability of the portion of the ship in which
the second is situated differs from that of the machinery space, the
combined length of the two compartments shall be adjusted to the mean
average permeability of the two portions of the ship in which the
compartments are situated.

(c) Where the lengths of two adjacent compartments are governed
by different factors of subdivision, the combined length of the two
compartments shall be determined proportionately.





(2) Additional subdivision at Forward end: In ships 430 feet in
length and upwards, one of the main transverse bulkheads abaft the
fore peak shall be fitted at a distance from the forward perpendicular
which is not greater than the permissible length.

(3) Recesses in Bulkheads: A main transverse bulkhead may be
recessed provided that all parts of the recess lie inboard of vertical
surfaces on both sides of the ship, situated at a distance from the shell
plating equal to .20B, and measured at right angles to the centre-line at
the level of the deepest subdivision loadline.

Any part of a recess which lies outside these limits shall be dealt
with as a step in accordance with the following subparagraph.

(4) Steps in Bulkheads: A main transverse bulkhead may be
stepped provided that

(a)the combined length of the two compartments, separated by
the bulkhead in question, does not exceed 90 per cent of the
floodable length; or

(b)additional subdivision is provided in way of the step to
maintain the same measure of safety as that secured by a plane
bulkhead.

(5) Equivalent plane Bulkheads: Where a main transverse bulkhead
is recessed or stepped, and equivalent plane bulkhead shall be used in
determining the subdivision.

(6) Minimum spacing of Bulkheads: If the distance between two
adjacent main transverse bulkheads, or their equivalent plane
bulkheads, or the distance between the transverse planes passing
through the nearest stepped portions of the bulkheads, is less than
feet, only one of these bulkheads shall be regarded as forming part of
the subdivision of the ship in accordance with the provisions of
paragraph 12.

(7) Allowance for Local Subdivision:

(a) Where a main transverse watertight compartment contains local
subdivision and it can be shown to the satisfaction of the Surveyor of
Ships that, after any assumed side damage extending over a length in
feet of the whole volume of the main compartment will not be flooded, a
proportionate allowance may be made in the permissible length
otherwise required for such compartment.

In such a case the volume of effective buoyancy assumed on the
undamaged side shall not be greater than that assumed on the damaged
side.

(b) The claim for such allowance shall be accompanied by plans
showing the proposed local subdivision and the volumes of





the main and sub-compartments concerned. No allowance will be made
where the main compartment and sub-compartments are liable to be in
open communication, below the level of the margin line, through air,
sounding or other pipes, etc.

(8) Longitudinal Subdivision:

(a) Where it is proposed to fit watertight decks, inner skins or
longitudinal bulkheads, watertight or non-watertight, the Surveyor of
Ships shall be satisfied that the safety of the ship will not be diminished
in any respect, particularly having in view the possible listing effect of
flooding in way of such structural arrangements. Except as provided in
sub-paragraph (7) no relaxation from the requirements for transverse
subdivision shall be made in respect of longitudinal subdivision.

(b) The arrangements which fall within the general category of
longitudinal subdivision are of such a varied character that it is not
possible to lay down definite rules which would apply equitably to all
cases that may arise in practice.

(e) Calculations of angle of heel or of effect on stability may be
necessary and plans showing the proposed longitudinal subdivision are
therefore to be submitted for the Principal Surveyor of Ships for
consideration and decision as to the calculations to be made and the
spaces to be assumed flooded.

The object of these calculations is to show:

(i) The angle of heel which might result from flooding due to side
damage extending over a length in feet not exceeding

If this angle is more than the Surveyor of Ships will as a rule
require such arrangements to be made as will enable the list to be
expeditiously reduced to an angle not exceeding

(ii) The angle of heel which might result from flooding of such
compartments as may reasonably be assumed vulnerable under certain
conditions of damage having regard to the arrangements under
consideration.

If this angle is such that the margin line would not be submerged
the arrangements may be allowed, otherwise they will require
modification.

(iii) The effect on stability of flooding in way of a-watertight deck.

The result of this calculation will be considered on its merits.

(d) In making these calculations the ship is to be assumed to be in
the worst anticipated service condition as regards stability, the
permeabilities of the spaces assumed to be flooded being taken
consistent with this condition as far as possible.





(e) The stability conditions assumed in these calculations are to be
confirmed after the ship has been inclined (see paragraph 53).

14. (1) Collision Bulkhead: Every ship shall have a forepeak or
collision bulkhead, which shall be watertight up to the bulkhead deck.
This bulkhead shall be fitted not less than and not more than from the
forward perpendicular.

If the ship has a long forward superstructure, the fore-peak
bulkhead shall be extended weathertight to the deck next above the
bulkhead deck. The extension need not be fitted directly over the
bulkhead below, provided it is at least from the forward perpendicular,
and the part of the bulkhead deck which forms the step is made
effectively weathertight. (See paragraph

(2) After-peak and Machinery Space Bulkheads: An afterpeak
bulkhead, and bulkheads dividing the machinery space, as defined in
paragraph 6(11), from the cargo and passenger spaces forward and aft,
shall also be fitted and made watertight up to the bulkhead deck. The
after-peak bulkhead may, however, be stopped below the bulkhead
deck, provided the degree of safety of the ship as regards subdivision
is not thereby diminished.

(3) Stern Tubes and Glands: In all cases stern tubes shall be
enclosed in watertight spaces. The stern gland shall be situated within a
watertight shaft tunnel or other space of such volume that if flooded by
leakage through the stern gland the margin line will not be submerged.

The height and width of the watertight tunnel or compartment
shall be sufficient at every part to allow proper attention being given to
shaft couplings, bearings, etc., within the space.

When the tunnels or their equivalent form part of the scheme of
subdivision of a ship they shall be constructed as required by
paragraphs 17 to 25.

15. (1) Longitudinal Extent:

(a) In ships 200 feet and under 249 feet in length a double bottom
shall be fitted at least from the machinery space to the fore peak
bulkhead, or as near thereto as practicable.

(b) In ships 249 feet and under 330 feet in length a double bottom
shall be fitted at least outside the machinery space, and shall extend to
the fore and after peak bulkheads, or as near thereto as practicable.

(c) In ships 330 feet in length and upwards a double bottom shall
be fitted amidships, and shall extend to the fore and after peak
bulkheads, or as near thereto as practicable.






(2) Transverse Extent:

(a) Where a double bottom is required to be fitted the inner bottom
shall be continued out to the ship's sides in such a manner as to protect
the bottom to the turn of bilge.

(b) Such protection will be deemed satisfactory if the line of
intersection of the outer edge of the margin plate with the bilge plating is
not lower at any part than a horizontal plane passing through the point
of intersection with the frame line amidships of a transverse diagonal
line inclined at 25 degrees to. the base line and cutting it at a point one-
half the ship's moulded breadth from the middle line.

(3) Wells in Inner Bottom: Wells constructed in the double bottom
in connexion with the drainage arrangements shall not extend
downwards more than necessary, nor shall they be less than 18 inches
from the outer bottom or from the inner edge of the margin plate. A well
extending to the outer bottom is, however, permitted at the after end of
the shaft tunnel of screw ships.

(4) Means of Access-Protection of Air and Sounding Pipes: The
inner bottom must only be pierced for such manholes as are necessary
for access and must be fitted with efficient covers having such
arrangements as will secure effective watertight joints. All air and
sounding pipes are to be effectively protected against risk of damage
from cargo, coal, etc. (See paragraphs 124, 260 and 261).

16. (1) (a) In order that the required degree of subdivision shall be
maintained, a load-line, corresponding to the approved sub-division
draught is to be assigned and marked on the ship's sides.

(b) Ships having spaces which are adapted for the accommodation
of passengers and the carriage of cargo alternatively may have, if the
owners desire, one or more additional load-line marks corresponding to
the subdivision draughts approved for the alternative conditions.

(c) The positions of the subdivision load-lines and the conditions
under which they apply shall be determined in every case by a Surveyor
of Ships.

(2) The subdivision load-lines assigned and marked under the
foregoing provisions shall be recorded in the Safety Certificate, and
shall be distinguished by the notation C.1 for the principal passenger
condition, and C.2, C.3, etc., for the alternative conditions.





(3) The freeboard corresponding to each of these loadlines
inserted in the Safety Certificate shall be measured at the same position
and from the same deck line as the freeboards determined by the Load
Line Rules.

(4) In no case shall any subdivision loadline mark be placed above
the deepest loadline in salt water as determined by the strength of the
ship and/or the Load Line Rules.

(5) As regards inspection of subdivision loadlines, see paragraph
1(5)(d).

Construction and Scantlings of Watertight Bulkheads,
Decks, Recesses, Trunks, Tunnels, Inner
Skins and Oil Fuel Tanks.

17. All watertight bulkheads, decks, recesses, etc., forming part of
the subdivision arrangements should be of such strength and so
constructed as to be capable of supporting with a proper margin of
resistance, the pressure due to a head of water up to the margin line.

18. (1) Plating: Transverse bulkheads shall be watertight up to the
bulkhead deck, and shall have plating of not less thickness than
required by Table 4, Appendix 11.

Where a transverse bulkhead is at the end of a stokehold space,
the lower part of the bulkhead plating to a height of at least 24 inches
above the stokehold floor, shall be at least .1 inch thicker than given by
the Table.

Where a transverse bulkhead is at the end of a bunker space, the
lowest strake shall be at least 36 inches high and 1 inch thicker than
given by the Table. In all other cases the lowest strake shall be at least
.04 inch thicker, except that any limber plates shall be 1 inch thicker.

(2) Boundary Angles: These may be single and shall be at least 1
inch thicker than the bulkhead plating required by the Table.

(3) Stiffeners:

(a) These shall be in accordance with Table 1 or Table 2, Appendix
11, in association with a spacing of 30 inches. Other forms of stiffener
may be adopted if they provide not less strength and stiffness than
those tabulated, and the spacing of stiffeners may be increased up to a
maximum of 36 inches, provided they be correspondingly increased in
strength and stiffness.

The lower end of each stiffener is to be attached to the shell
plating, to the inner bottom plating or to efficient horizontal plating.





(b) At each deck level which forms the top of a system of
stiffeners, plating is to be provided of a character which will ensure
horizontal rigidity in the bulkhead.

(c) In the case of hold stiffeners connected to the inner bottom
plating the lower bracket or its connecting angle shall extend over the
floor adjacent to the bulkhead; the upper bracket is to be connected to
angles which extend over the beam space, or other effective means shall
be adopted for securing the necessary structural rigidity at these parts.

(d) Where stiffeners are cut in way of watertight doors in the lower
part of a bulkhead, the opening is to be suitably framed and bracketed,
and a tapered web plate or buttress, stiffened on its edge, is to be fitted
at each side of the door from the base of the bulkhead to well above the
door opening.

Where stiffeners are not cut, but where the space between
stiffeners has to be increased on account of watertight doors in tween
deck bulkheads, the stiffeners at the sides of the doorway shall be
increased in depth and strength.

In all cases where stiffeners are cut, or are widely spaced, the
efficiency shall be at least equal to that of the unpierced bulkhead,
without taking the door-frames into consideration.

The frames of watertight doors are to be well fitted and strongly
connected to the bulkhead.

(4) Riveting:

(a) The rivets in seams, and connexions of plating and boundary
bars of bulkheads shall be spaced not more than 41 diameters centre to
centre, except on the shell flange of boundary angles where they may be
5 diameters centre to centre.

(b) Where the distance below the bulkhead deck is more than 35
feet, the boundary angles shall be double riveted in both flanges, and
the vertical connexion of plates shall also be double riveted.

(c) The rivets connecting stiffeners to bulkhead plating shall be
spaced not more than seven diameters centre to centre, and in the case
of stiffeners having no bracket attachment, they shall be spaced four
diameters for 15 per cent of their length each end.

(5) Collision Bulkhead: The scantlings, both of plates and
stiffeners shall not be less than are required for ordinary transverse
bulkheads having stiffeners at 30 inch spacing, but the spacing of the
stiffeners is not to exceed 24 inches.

Where this bulkhead extends above the bulkhead deck as required
by paragraph 14, the extension is to have the same scantlings as an
ordinary upper tween deck watertight bulkhead, and is to be made
weathertight.





19. All provisions relating to main transverse watertight bulkheads
shall, so far as is practicable, apply to watertight longitudinal bulkheads.
They shall be equal in strength, stiffness and efficiency to transverse
bulkheads of the same depth and shall be constructed in a similar
manner.

20. (1) Plating: The horizontal plating shall be at least .04 inch
thicker than required for bulkheads at corresponding levels.

(2) Beams: These shall be of the sizes given for stiffeners in Table
2, Appendix 11, in association with a spacing of 30 inches, except where
beams are fitted in short lengths bracketed at each end when they may
be based on Table 1.

The---length-to be used with the Tables is to be the greatest
distance between the points of support (when the beams are bracketed
at one end the length for Table 2 may be reduced by the width of the
bracket) and the---height-is to be the distance from the bulkhead deck to
the watertight deck or flat minus half the 'length'.

(3) Where frames pass through a watertight deck or step,
watertightness is to be maintained by means of caulked angle chocks or
by cast iron or cast steel chocks efficiently secured or rust jointed.

(4) The necessary supports to the beams are to be provided by
bulkheads or by efficient girders pillared as required, care being taken
that the rivet connexions of the pillars are sufficient to withstand the
load due to water pressure. The distance between the fines of support
is not to exceed about 15 feet.

21. These shall be so constructed as to provide strength and
stiffness at all parts not less than as required for watertight bulkheads
and flats.

22. (1) Watertight ventilators and watertight trunks fitted for
ventilation or other purposes shall be carried at least up to the margin
line, and shall be of the same strength as watertight bulkheads at
corresponding levels.

(2) The means for making them watertight and the arrangements
adopted for closing the openings in them shall be to the satisfaction of
the surveyor.

23. (1) The sizes of the stiffeners shall be in accordance with Table
5, Appendix 11 in association with a spacing of 36 inches. The foot of
each stiffener is to overlap and be attached to the tunnel base angle in
all cases.





(2) Curved plating may be of the thickness given in Table 4 for 30
inch spacing, but flat plating is to be of the thickness required for the
actual spacing of the stiffeners.

24. These shall be of such a strength and construction as will
enable them to withstand a head of water up to the bulkhead deck.

25. (1) Double bottoms, peak tanks, deep tanks and bunkers
intended for the storage of oil fuel are to be of approved construction.

(2) If the storage and settling tanks are to be constructed to the
requirements of a recognized Classification Society, a copy of the
detailed plans approved by the Society is to be forwarded for
consideration. In all other cases fully detailed plans of the proposed
construction, including riveting, etc., are to be submitted for approval
before the work is taken in hand. (See paragraphs 74, 257, 258 and
286).

Testing of watertight bulkheads, etc.

26. (1) Testing main compartments by filling them with water is not
compulsory. A complete examination of the bulkheads shall be made by
a surveyor; and, in addition, a hose test shall be made in all cases.

(2) After completion, a hose or flooding test shall be applied to
watertight decks and a hose test to watertight trunks, ventilators .and
tunnels.

(3) Hose testing of watertight bulkheads, decks, and tunnels is to
be carried out under simultaneous inspection on both sides of the
plating, while water is being played upon all riveted and caulked
surfaces.

(4) The pressure of the water in the hose shall not be less than 30
Ibs. per square inch.

27. (1) The fore peak is to be tested by filling it with water up to the
level of the deepest subdivision loadline.

(2) Double bottoms, duct keels and inner skins are to be subjected
to a head of water up to the margin line.

(3) Tanks which are intended to hold liquids and which form part of
the subdivision of the ship are to be subjected to a head of water up to
the deepest subdivision loadline or to a head corresponding to two-
thirds of the depth from the keel to the margin line in way of the tanks,
whichever is the greater.





These tests are for the purpose of ensuring that the subdivision
structural arrangements are watertight, and are not to be regarded as a
test of the fitness of any compartment for the storage of oil fuel or for
other special purposes for which a test of a superior character may be
required, depending on the height to which the liquid has access in the
tank or its connexions. (See paragraph 259).

(4) If a ship under construction is not intended to carry liquid fuel
in the double bottoms, the surveyor need not necessarily witness the
tests of these compartments, unless the ship is not classed. If, however,
the double bottoms are to be used for liquid fuel, the surveyor is to
witness the tests whether the ship is classed or not.

Openings in watertight bulkheads and the means for
closing them.

28. (1) The number of openings in watertight bulkheads shall be
reduced to the minimum compatible with the design and efficient
working of the ship. Satisfactory means shall be provided for closing
these openings.

(2) Special consideration shall be given to the arrangement of air
trunks or tunnels for forced draught so as to avoid, so far as possible,
piercing the watertight bulkheads.

(3) Within the machinery space and apart from those leading to
bunkers and tunnels, there shall not be more than one opening in each
main transverse bulkhead for inter-communication and these openings
shall be so located as to have their sills as high as practicable. When
the engine-room is subdivided by longitudinal watertight bulkheads the
case should be submitted for special consideration under this sub-
paragraph.

29. (1) Doorways, manholes or access openings are not permitted:

(a) in the collision bulkhead below the margin line;

(b)in the main transverse bulkheads dividing a cargo space from
an adjoining cargo space or from a permanent or reserve
bunker, except as provided for in paragraph 41(3).

(2) The collision bulkhead may be pierced below the margin line by
not more than one pipe for dealing with fluid in the forepeak tank,
provided that the pipe is fitted with a screw-down valve capable of
being operated from above the bulkhead deck, the valve chest being
secured to the collision bulkhead inside the fore peak.





(3) Openings closed only by portable bolted plates are not
permitted in watertight bulkheads outside the machinery space. Such
openings may be permitted for special purposes within the machinery
spaces, subject to the condition that they will be closed and made
watertight before the ship leaves port and not opened at sea except in
the case of urgent necessity. The surveyor should ascertain that steps
have been taken for securing compliance with this condition, on the
lines indicated in paragraph 43(13) relating to side scuttles and dead
lights. Whenever these plates are removed, all necessary precautions
should be taken in replacing them to ensure watertightness.

(4) Openings closed by sluice valves are not permitted in the
watertight subdivision bulkheads.

30. Where pipes, electric cables, etc., pass through the main
transverse bulkheads, arrangements shall be made to ensure that the
watertightness of the bulkheads is not impaired. (See paragraph 122(f)

31. The arrangement and efficiency of the means for closing each
opening in watertight bulkheads shall be consistent with its intended
purpose and with the position in which it is fitted, and shall be generally
to the satisfaction of the Surveyor of Ships.

Watertight doors fitted in bulkheads between permanent and
reserve bunkers shall always be accessible except as provided in
paragraph 41(5)(c).

Watertight doors shall comply with the following requirements.

32. (1) The only types of watertight doors permissible are hinged
doors and sliding doors.

(2) A sliding door may have a horizontal or vertical motion. If
required to be hand operated only, the gearing shall be capable of being
worked at the door itself and also at an accessible position above the
bulkhead deck.

33. The permissible classes of doors are:

Class 1. - Hinged doors fitted with catches workable from each side
of the bulkhead.

Class 2-Sliding doors operated by hand gear only.

Class 3-Sliding doors with brass rubbing faces operated by hand
gear only.

Class 4.-Sliding doors with brass faces operated by a releasing
arrangement above the bulkhead deck as described in paragraph 35, and
by hand gear.





Class 5.-Sliding doors with brass rubbing faces operated by power
from a central control, as described in paragraph 36, and by hand gear.

34. The mechanism required for closing sliding watertight doors by
hand from above the bulkhead deck shall be expeditious in its action
and sufficiently powerful to be capable of closing the door under
unfavourable circumstances. The operating gear shall be accessible in
all cases. It should, if possible, consist of a crank handle or a wheel and
handle, and be permanently attached to the shafting so as to be always
ready for use. If this cannot be done, the handle or wheel must be
stowed immediately alongside the working position. There shall be an
index at the operating position showing whether the door is open or
closed. The lead of shafting to the door should be as direct and free
from complications as possible. All screws, rods and other apparatus for
raising and lowering watertight doors must be provided with proper
lubrication, and guarded where necessary.

35. If a door is required to be closed by dropping or by the action
of a dropping weight, it shall be fitted with a suitable arrangement to
regulate the closing movement and the gearing shall be so arranged
that the door can be released both at the door itself and at an accessible
position above the bulkhead deck. Hand gear shall also be provided, so
arranged as to operate' at the door itself and above the bulkhead deck,
and also so that, after being disengaged for dropping, it can be quickly
re-engaged from either the upper or the lower position.

If the surveyor is of opinion that there is danger of persons being
injured while passing through a doorway in a bulkhead owing to the
door being of a quick-closing type, or for any other reason, a report of
all the circumstances should be forwarded to the Principal Surveyor of
Ships before a declaration is issued.

36. If a door is required to be power operated from a central control,
the gearing shall be so arranged that the door can be operated by power
also at the door itself. The arrangement shall be such that the door will
close automatically if opened by the local control after being closed
from the central control, and also such that any door can be kept closed
by local arrangements which will prevent that door from being opened
from the central control. Such power operated doors shall be provided
with hand gear, workable both at the door itself and from an accessible
position above the bulkhead deck.

The arrangements shall comply with the following conditions

The power shall always be available at sea and ample for working
the doors. The source of power shall be in duplicate, each power unit
being sufficient to work the whole of the doors.





An indicator shall be fitted at the central control station showing
when power is available, and it shall be possible to close all the
power worked doors practically simultaneously. The fluid used
in a hydraulic system shall be a non-freezing mixture when low
temperatures are likely to be encountered.

The hand operating gear required to be fitted in connexion
with power-worked doors should be permanently attached to the
doors unless satisfactory means are provided for speedily and
reliably engaging it from above the bulkhead deck. In any case
it should be seen that when the power is shut off there is no
danger of vertical doors dropping, and the arrangements shall be
such that, in the event of the power failing, the working of the
hand gear on doors worked by hydraulic power will not be
prevented or hindered by water-lock in the power or closing gear
pipe.

If bilge floats are fitted the arrangements must not interfere
with any other part of the closing system.

37. In all classes of sliding doors, indicators shall be fitted
at all operating stations other than the door itself, showing
whether the door is opened or closed.

The arrangements at the door shall be such as to minimize
the possibility of tampering to cause the indicator to show a door
closed, when open.

38. (1) Power doors in passenger, crew and working spades,
which are capable of being closed from a position from which the
doors are not visible, shall be fitted with sound signals for giving
sufficient warning in all cases when they are about to be closed.
One movement at the closing station shall be sufficient both to
sound the signals and to close the doors and the signals shall
work effectively even when the vessel has a list.

(2) When the doors are not capable of being closed from a
central control station, means of communication by telegraph,
telephone or otherwise (such as by suitably distributed gongs
sounding loudly an agreed signal), are to be provided whereby
the responsible officer may rapidly communicate with the mem-
bers of the staff responsible for closing doors.

39. (1) Watertight doors shall be constructed to approved
designs. Doors giving direct access to any spaces containing
bunker coal shall, together with the frames, be made of cast or
wrought steel. In other positions, doors and frames may be made
of cast iron.





Brass rubbing faces of sliding doors may be formed either on the
door or frame. They should be protected against damage while a door is
being closed. If brass strips are used they shall be firmly secured and, if
one inch or less in width, they shall be fitted in recesses.

(2) Where screw gear is used for operating the door, the screw
shall work in a gun metal nut.

(3) Vertical doors should have no groove at the bottom in which
dirt may lodge so as to prevent the door closing properly. The bottom
bearing of the door may, however, be of skeleton form so arranged that
dirt cannot easily lodge. The bottom edge of vertical doors shall be
tapered or bevelled to cut through coal or other obstacles.

(4) Unless sliding doors are very substantially constructed
intermediate points of support may be necessary along the leading and
trailing edges, when the doors are in the closed position, especially if
they have to resist considerable pressure.

(5) The frames shall be carefully fitted to the bulkheads and the
joints should be of a kind that will not be liable to deteriorate with age
or be readily injured by heat. Thin hard wood may be used in ordinary
cases, but for bunkers or where oil may take fire the jointing must be
indestructible by fire.

(6) Satisfactory arrangements shall be made by means of screens or
otherwise to prevent coal from interfering with the closing of watertight
bunker doors.

(7) It should be ensured that horizontal sliding doors will not move
when the ship is rolling and where necessary a clip or other device shall
be provided to prevent the door closing when the ship is severely
inclined.

(8) For the efficient working of the doors it is essential that the
working parts should be properly lubricated and the gear guarded
where necessary.

40. (1) Watertight doors shall be tested by water pressure to a head
up to the margin line. The test shall be made before the ship is put in
service either before or after the door is fitted. Where there are several
doors of the same type to be fitted in a ship, one of the type may be
selected for test at the maker's works and, provided the result of the test
is satisfactory, the remaining doors of the type may be accepted
without such tests.

In closing the doors for the test to be applied, the power exerted
should not exceed that available for operating the doors on board the
ship for which they are intended. The frame-work in the workshop to
which the door frame is secured for the





purpose of testing, should not be such as to give greater reinforcement
to the frame than the stiffening on the bulkhead to which it is to be
attached.

The head of water should be taken from the bottom of the door to
the margin line in way of the bulkhead on which the door is fitted, but in
no case should the test pressure be less than 20 feet head for sliding
doors and 10 feet head for hinged doors. The purpose of the test is to
show that the door is of sufficient strength and reasonably tight under
the test pressure. The amount of leakage is to be recorded.

(2) After being fitted in place on the bulkhead, the door including
the watertightness of the attachment of the door frame to the bulkheads,
is to be tested by a hose in the manner required for the bulkhead (see
paragraph 26).

(3) All the doors should be operated by hand, and by power if
provided, in the presence of the Surveyor and the times taken to close
should be reported. In the case of bunker doors the closing tests should
be made when coal is in the bunkers.

(4) The Surveyor should see that the indicators and warning
signals are efficient.

41. (1) Where it is stated in this section that a door -should be of a
specified class, a door of a class bearing a lower number in the table in
paragraph 33 may not be fitted, but a door of a class bearing a higher
number may be fitted.

(2) Hinged watertight doors in passenger, crew, and working
spaces are only permitted above a deck, the under side of which at its
lowest point at side is at least 7 feet above the deepest subdivision
loadline, and they are not permitted in such spaces below such a deck.

(3) Hinged watertight doors of satisfactory construction may be
fitted in bulkheads dividing cargo between deck spaces, in levels in
which side cargo doors would be permitted under the provision of
paragraph 47. These doors shall be closed before the voyage
commences and shall be kept closed during the voyage. The Surveyor
should ascertain that steps have been taken for securing compliance
with this condition, on the lines indicated in paragraph 43(13) relating to
side scuttles and dead lights. The time of opening such doors in port
and of closing them before the ship leaves port shall be entered in the
official log book. Where it is proposed to fit such doors, the number and
arrangements shall be submitted for consideration, and a statement shall
be required from the owners certifying as to the absolute necessity of
such doors.





(4) All other doors shall be sliding doors and when situated with
their sills above the deepest subdivision loadline may, subject to power
doors being required in special cases (sub-paragraph 5(d) be hand
operated sliding doors (Class 3).

(5) When any doors which may be sometimes opened at sea,
excluding those at the entrances of tunnels, are fitted in the main
transverse watertight bulkheads at such a height that their sills ate
below the deepest subdivision loadline, the following rules shall apply,
subject to power operated doors (Class 5) being required in special
cases (sub-paragraphs (c) and (d)

(a) When the number of such doors exceeds five they shall be
power operated (Class 5) and shall be capable of being simultaneously
closed from a station situated on the bridge, the closing of these doors
being preceded by a warning sound signal.

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

(i) if the criterion numeral does not exceed 30, they may be Class 3
doors operated by hand only;

(ii) if the criterion numeral exceeds 30, but does not exceed 60, they
may be either Class 4 dropping doors fitted with releasing gear and
hand gear operated at the door and from above the bulkhead deck, or
doors operated by power;

(iii) if the criterion numeral exceeds 60, they shall be power
operated (Class 5) and shall be capable of being simultaneously closed
from a station situated on the bridge, the closing being preceded by a
warning signal.

(c) If watertight doors which have sometimes to be open at sea for
the purpose of trimming coal are fitted between bunkers in the between
decks below the bulkhead deck, these doors shall be power operated
(Class 5). The opening and closing of these doors is required to be
recorded in the official log book.

(d) When trunkways in connexion with refrigerated cargo are
carried through more than one main transverse watertight bulkhead, and
the sills of the openings are less than 7 feet above the deepest
subdivision loadline, the watertight doors at such openings shall be
power operated (Class 5).

(Note:-The foregoing instructions refer to doors in transverse
bulkheads. If there are doors in longitudinal bulkheads the case
should be submitted to the Principal Surveyor of Ships for instructions
as to the classes of doors required in both the longitudinal and
transverse bulkheads.)

(e) Where trunkways or tunnels for access from crew's
accommodation to the stokehold, for piping or for any other purpose,
give access to the machinery spaces, each such trunkway or tunnel
shall be fitted with a watertight door of the type required by its location
in the ship.





Openings in Ship's Sides below the Margin Line
and means for closing them.

42. (1) The number of openings in the ship's sides below the
margin line shall be reduced to the minimum compatible with the design
and proper working of the ship.

(2) The arrangement and efficiency of the means for closing each
such opening shall be consistent with its intended purpose and the
position in which it is fitted and shall be to the satisfaction of the
Surveyor of Ships.

43. (1) The number of side scuttles which are capable of being
opened shall be reduced to a minimum consistent with the requirements
of the ship's service.

(2) If, in a between decks, the sills of any side scuttles are below a
line drawn parallel to the bulkhead deck at side and having its lowest
point .025 B feet above the deepest subdivision loadline, all side
scuttles in that between decks shall be of a nonopening type.

(3) If, in a between decks, all the sills of the side scuttles are above
the line defined in sub-paragraph (2) but not all above a line drawn
parallel to and 12 feet above it, all the side scuttles in that between deck
shall be either of a non-opening type or of such construction as will
effectively prevent any person opening them without the consent of the
master of the ship.

(4) Other side scuttles may be of any ordinary opening type.

(5) If, in a between decks, the sills of any of the side scuttles of the
opening type referred to in sub-paragraph (3) are below a line drawn
parallel to the bulkhead deck at side and having its lowest point .025B
4.5 feet above the water-line at which the ship is floating on her
departure from any port (or .025B 3.5 feet above the water-line when the
ship is in the tropical zone or in a seasonal tropical area during the
appropriate tropical period under the Load Line Rules), all side scuttles
in that between decks shall be closed watertight and locked before the
ship leaves port and they shall not be opened during navigation. The
Surveyor of Ships will indicate, on the application of the builders or
owners the limiting mean draught at which these side scuttles will have
their sills above the line defined in this paragraph and at which it will be
permissible to open them at sea on the responsibility of the master.

The time of of opening such side scuttles in port and of closing and
locking them before the ship leaves port is required to be entered in the
official log book.





(6) Efficient and permanently attached hinged inside dead lights
arranged so that they can be easily and effectively closed and secured
watertight shall be fitted to all side scuttles

(a) which are required to be of a non-opening type;

(b)which are to be fitted within one-eighth of the ship's length of
the forward perpendicular;

(c)which are to be fitted in positions defined in subparagraph (3);

(d) which will not be accessible during navigation;

(e)which are to be fitted in spaces intended for the
accommodation of sailors and firemen;

which are to be fitted in spaces intended for the
accommodation of steerage passengers.

(7) Side scuttles fitted below the bulkhead deck, other than those
referred to in the sub-paragraph (6), shall be fitted with efficient inside
deadlights which may, however, be portable provided each such
deadlight is stowed adjacent to the side scuttle to which it belongs.

(8) Side scuttles and their deadlights which will not be accessible
during navigation, shall be closed and secured before the ship proceeds
to sea.

(9) No side scuttles shall be fitted in any spaces which are
appropriated exclusively to the carriage of cargo or coal.

(10) Automatic ventilating side scuttles shall not be fitted in the
ship's sides below the margin line without the special sanction of the
Principal Surveyor of Ships.

(11) The above instructions are intended to apply to circular side
scuttles of the usual dimensions. Special patterns of side scuttles have
received the approval of the Principal Surveyor of Ships under certain
conditions, and in submitting the plans showing the builder's proposals
the Surveyor should state whether the side scuttles to be fitted are of
approved design or otherwise. If they are not of approved design, or if
they are of unusual size or construction, full particulars, including detail
plans of the side scuttles, and the position for which they are intended,
should be submitted for the consideration of the Principal Surveyor of
Ships.

(12) Any special rules for side scuttles which may be laid down in
connexion with the Load Line Rules are also to be complied with in
passenger ships.

(13) When any side scuttles and deadlights are required to be kept
closed during navigation, as provided for under the preceding clauses,
the Surveyor should ascertain that the responsible ship's officers have
been properly instructed to that effect, and that an appropriate notice is
posted up in the chart room.





44. (1) The number of scuppers, sanitary discharges and other
similar openings shall be reduced to the minimum either by making each
discharge serve for as many as possible of the sanitary and other pipes,
or in any other satisfactory manner.

(2) (a) Discharges led through the ship's sides from spaces below
the margin line shall be fitted with efficient and accessible means for
preventing water from passing inboard. It is permissible to have for each
separate discharge either one automatic non-return valve fitted with a
positive means of closing it from above the bulkhead deck, or,
alternatively, two automatic nonreturn valves without such means, the
upper of which valves is so situated above the deepest subdivision load
line as to be always accessible for examination under service conditions.

(b) Where a positive action valve is fitted, the operating position
above the bulkhead deck shall always be readily accessible and means
shall be provided for indicating whether the valve is free or closed
down.

(c) Where the two-valve system is adopted the higher valve should
be of the horizontal balanced type normally closed.

(d) The geared valve, or the lower of the two non-geared valves is
to be fitted in a strong valve box secured to the shell plating.

45. (1) Discharge pipes, no matter of what material they may be
made, are not to be fitted in a direct line between the outboard openings
and the connexions with the decks, water closets or similar fittings, but
are to be arranged with bends or elbows of substantial metal, other than
cast iron or lead.

(2) Pipes made of lead should have a sufficient bend to provide for
expansion of the pipe or any movement due to the working of the ship.

(3) The pipes and valves should be protected from the cargo by
substantial casings which need not be watertight.

(4) AU bolts connecting cocks, valves, pipes, etc., to the shell
plating of the ship must have their heads outside and the heads should
be either countersunk, or cup-headed.

(5) When water closets of the under-waterline type are to be fitted,
plans should be specially submitted for approval.

(6) Special arrangements for the drainage of a watertight deck will
usually be necessary, and the drainage pipes shall be so fitted with
valves, or disposed in such a manner, as to avoid risk of water passing
from a damaged to an undamaged compartment.





46. (1) (a) The inboard opening of each ash-shoot, rubbishshoot,
etc., shall be fitted with an efficient cover.

(b) If the inboard opening is situated below the margin line the
cover shall be watertight and in addition an automatic nonreturn valve
shall be fitted in the shoot in an easily accessible position above the
deepest subdivision loadline. This valve should be of the horizontal
balanced type, normally closed, and is to be provided with a local
means for securing it in the closed position.

(c) When the shoot is not in use both the cover and the valve are
to be kept closed and secured. A permanent and conspicuous notice to
this effect is to be fixed near the hopper.

(2) The foregoing requirements do not apply to those ash ejectors
and expellers, the inboard openings of which must necessarily be below
the deepest subdivision loadline in the stokehold, provided that such
ejectors and expellers are fitted with efficient valves and other fittings
for preventing water entering the ship through them.

47. (1) When any such ports are to be fitted below the margin line
they shall be of sufficient strength. They shall be effectively closed and
secured watertight before the ship leaves port and be kept closed
during navigation.

(2) The Surveyor is to report any case in which it is proposed to fit
gangway, cargo or coaling ports in a ship's side, partly or entirely below
the deepest subdivision loadline, and should state whether the working
of the vessel would be hampered if the fitting of such ports were not
allowed.

48. (1) These shall be so arranged as to prevent accidental
admission of water into the ship..

(2) Cocks or valves are to be fitted between the pipes and the shell
plating. They must be attached to the latter and so arranged that they
can be easily and expeditiously opened or closed at any time.

The cocks, valves and the whole lengths of the pipes connected to
them shall be accessible at all times.

(3) To prevent the accidental admission of water into the ship
owing to the fracture of main or auxiliary inlet or discharge valve chests
which if fastened directly to the skin of the ship would require to have
long necks, such chests are to be made with the necks as short as
practicable and are to be attached to wrought steel boxes built on to the,
skin of the ship. Chests having other than short necks are to be made of
cast steel.





(4) Shipside cocks and valves related to main and auxiliary
machinery or boilers shall not be of ordinary cast iron. Consideration will
be given to the case of special grades of cast iron provided that full
particulars are submitted for the approval of the Principal Surveyor of
Ships. Steel valves must be suitably protected against corrosion.

Side and other openings above the Margin Line.

49. (1) Means for closing: Side-scuttles, gangway and cargo doors,
coaling ports and other means for closing openings in the ship's sides
above the margin line shall be of efficient design and construction and
of sufficient strength having regard to the spaces in which they are
fitted and their positions relative to the deepest subdivision loadline.

(2) Deadlights: In superstructures situated immediately above the
bulkhead deck, efficient hinged deadlights, arranged so that they can be
effectively closed and secured watertight, shall be fitted to scuttles
which are

(a)within one-eighth of the ship's length abaft the stem in
forecastles which are closed at the after end; or

(b)in spaces which are intended, or capable of being readily
adapted, for the stowage of cargo, fuel, or stores, if these
spaces are closed at both ends, or are so arranged that they
can be readily so closed when required.

(3) Portable Plugs: Subject to paragraph 43(12) side-scuttles other
than those referred to in sub-paragraph (2)(b) shall either be provided
with deadlights, which may be portable, or be designed to receive outer
plugs; such portable deadlights or plugs are to be provided to the extent
of 25 per cent of the total number of side scuttles not having efficient
hinged deadlights and they shall be stowed in suitable positions.

50. (1) All openings in the exposed weatherdeck shall have
coamings of ample height and strength and shall be provided with
efficient means for expeditiously closing them weathertight.

(2) Freeing ports and/or scuppers shall be fitted as necessary for
clearing the weatherdeck of water in heavy weather.

(3) For the special weathertight arrangements required at the
forward end in certain cases, see paragraphs 14(1) and 18(5).

51. (1) In passenger and crew spaces, practicable means of exit to th
e open deck shall be provided for the occupants from each watertight
compartment.





(2) Practicable means of escape for the crew shall be provided from
each engine room, shaft tunnel, stokehold compartment, and other
working spaces, independent of watertight doors.

52. (1) Ships shall be fitted above the bulkhead deck with fire-
resisting bulkheads of such construction, and so fitted, as to serve the
purpose of retarding the spread of fire. The mean distance between any
two consecutive bulkheads of this description shall not in general
exceed 131 feet. Recesses and steps and the means for closing all
openings in these bulkheads shall be fire-resisting and flametight.

(2) (a) Steel bulkheads of scantlings and stiffening equal to those
specified for watertight bulkheads in the tween decks immediately
below the bulkhead deck may be accepted, provided they are not lined
with inflammable material.

Any other fire-resisting material may be used for these bulkheads,
provided it is shown by suitable experiments that bulkheads so
constructed are capable of withstanding a fire of considerable
fierceness and high temperature for a reasonable period, say, 1,500'
Fahr. for one hour.

(b) Recesses and steps in these bulkheads shall be of equivalent
construction, from the fire-resisting point of view, to the bulkheads
themselves.

(c) Any openings in the bulkheads should be closed with doors
which are, if practicable, of similar construction. If hinged doors are
fitted, each shall be secured by suitable clips or slipbolts workable from
either side of the bulkhead, and the number of the clips or slip-bolts
shall be sufficient to prevent the door from warping under the
conditions mentioned above.

53. (1) Inclining Experiment: Every new passenger ship shall be
inclined upon its completion and the elements of its stability
determined.

The Surveyor is to witness the inclining of the ship and satisfy
himself that it is carried out in such manner and under such conditions
as will give satisfactory results.

(2) Stability Data: The owners shall supply the operating personnel
with such information as may appear necessary for their guidance in
loading and ballasting the ship to ensure sufficient stability in all usual
service conditions.

A copy of the information supplied is to be forwarded to the
Principal Surveyor of Ships for information and record.

(3) If any permanent ballast is placed in the ship its nature, amount,
and distribution are to be reported.





PART 11.

MODIFIED REQUIREMENTS APPLYING TO SHIPS INTENDED
FOR
SERVICE IN THE SIMLA SPECIAL TRADES.*

(1) International and Short International Voyages.

54. (a) Sub j ject to the modifications indicated in paragraphs

54 to 63, the instructions given in paragraphs 1 to 53, relating to
Construction shall apply to these ships.

(b) In the case of a steamship -requiring a safety certificate for a
short international voyage, the Principal Surveyor of Ships may allow
relaxations from the instructions relating to Double Bottoms (paragraph
15), Openings in W.T. Bulkheads (paragraphs 28 to 41), and Openings in
the Ship's Sides below the Margin Line (paragraphs 42 to 48) if and to
the extent that he is satisfied that any such requirement is neither
reasonable nor practicable in the case of that ship.

Shipbuilders and owners or their representatives are to be informed
that application for any such relaxation is to be addressed to the
Principal Surveyor of Ships together with full particulars as to the
reasons for the application.

55. (Addition to paragraph 9(3) Where it is shown to the
,satisfaction of the Principal Surveyor of Ships that the permeability of
one or more compartments of the portion of the ship before (or abaft) the
machinery space, as determined by detailed calculation, is less than that
given by the formula 63 35 the calculated

v

values may be substituted for each of the compartments in that portion
of the ship. For the purpose of such calculation the permeabilities of
passenger spaces, as defined in paragraph 6(12), shall be taken as 95,
that of all cargo, coal and store spaces as 60, and that of double bottom,
oil fuel and other tanks at such values as may be approved in each case
by the Principal Surveyor of Ships.

56. (Sub-paragraph to be substituted for paragraph 11(1)).

The Criterion of Service Numeral shall be determined by the
following formula

Cs 72 M 3/2 P, where
v P, P

Cs the Criterion Numeral.

'Simla Special Trades' relate to trades involving the carriage of pilgrims or
other unberthed passengers within the area to which the Simla Rules apply.





M the volume of the machinery space, as defined in paragraph
6(11), with the addition thereto of the volume of any permanent oil fuel
bunkers which may be situated above the inner bottom and before or
abaft the machinery spare.

P the whole volume of the passenger spaces below the margin
line, as defined in paragraph 6(12).

V the whole volume of the ship below the margin line.
P, P 7A +.4LN

A the total area in square feet of the spaces measured in
determining the number of unberthed passengers to be carried above
the margin line including the area of any compartment containing more
than six berths. The area of the spaces occupied by galleys, mess
rooms, latrines, washplaces, luggage and store rooms, lavatories,
hospitals and the airing spaces for between deck passengers shall not
be included.

L the length of the ship, as defined in paragraph 6(2).

N the total number of berths for berthed passengers carried above
the margin line, a berthed passenger being defined as one
accommodated in a compartment containing not more than six berths.

57. (Sub-paragraph to be substituted for paragraph 12(4)

The provisions of sub-paragraph (3) shall apply also to ships of
whatever length, which are certified to carry a total number of

pass 1 engers not exceeding L2 (in feet) or 280, whichever is the less,
1,260

of which the number of berthed passengers shall not exceed

L 2 (in feet) or 50, whichever is the less. In ships of 430 feet in 7,000

length and upwards to which this sub-paragraph applies, the
subdivision abaft the forepeak shall be governed by the factor unity.

58. (Alteration in paragraph 13).

In sub-paragraph (2) the words 'floodable length' shall be
substituted for the words 'permissible length---.

59. (Addition to paragraph 16).

At the end of sub-paragraph (2) add the words 'Loadlines'
assigned under the Simla Rules shall be distinguished by the notation
D.1, D.2, D.3, etc.

60. (Alterations in paragraph 41).

(1) In sub-paragraph (5)(b) insert the words 'exceeds three and'
before the words 'does not exceed five'.





(2) Insert new sub-paragraph (5)(bb) as follows:

'When the number of such doors does not exceed three

(i) If the criterion numeral does not exceed sixty-five, they may
be Class 3 doors operated by hand only.

(ii) If the criterion numeral exceeds sixty-five, they shall be
power operated (Class 5) and shall be capable of being
simultaneously closed from a station situated on the bridge, the
closing being preceded by a warning signal.'.

61. (Alteration in paragraph 43).

In sub-paragraph (6)(f) insert the words 'or unberthed' before the
word 'passengers'.

62. (Addition to paragraph 51).

At the end of sub-paragraph (2) add the words: 'The Principal
Surveyor of Ships may, on the application of builders or owners, exempt
ships of less than one hundred and fifty feet in length from having such
means of escape from the shaft tunnels when in his opinion the fitting of
such means would be impracticable or unreasonable.'.

63. (Addition to paragraph 52).

At the end of sub-paragraph (1) add the following words: 'Such
bulkheads shall not be required in long detached closed superstructures
which are not permanently arranged to convey berthed passengers, and
in superstructures having large openings in the ship's sides.'.

(2) International Coasting Voyages.

64. Subject to the modifications indicated in the following
paragraphs 65 to 67, the instructions relating to Construction for ships
engaged on short international voyages are to apply.

65. (Paragraphs 17 to 27).

The minimum scantlings of the watertight bulkheads, shaft tunnels,
etc., are to be determined as follows

(1) In ships not exceeding 150 feet in length, from Tables 1 A, 2A,
2B, 3, 4A, 5A. (Appendix II).

(2) In ships 250 feet in length and upwards, from Tables 1, 2, 3, 4, 5.
(Appendix II).

(3) In ships between 150 feet and 250 feet in length, by
interpolation between these two standards.





66. Where it is clearly shown to be impracticable or unreasonable to
adhere rigidly to the requirements of paragraph 41 as modified by
paragraph 60, such relaxations may be granted by the Principal Surveyor
of Ships as may appear justified having regard to all the circumstances.

67. Paragraph 52 as modified by paragraph 63 should be complied
with where the constructional and other arrangements are such as to
make the provision of fire stops reasonable and easily practicable.

(3) International River Trade.

68. Subject to the modifications indicated in the following
paragraphs 69 to 73, the instructions relating to Construction for ships
engaged on short international voyages are to apply.

69. (Paragraph 9).

(1) The average permeability of the machinery space shall be taken
at 80 in steamships and at 85 in ships fitted with internal combustion
engines.

(2) The average permeability of the portion of the ship before (or
abaft) the machinery space shall be obtained from the formula,

95 -35 v
where

b the volume of the spaces below the margin line and above the
top of floors, inner bottom, cargo platforms, or peak tanks, as the case
may be, which are appropriated to and used as cargo spaces, bunkers,
store rooms, baggage and mail rooms, chain lockers, and fresh water
tanks; and

v whole volume of the portion of the ship below the margin line
before (or abaft) the machinery space.

(3) In applying the foregoing rule the volume of the cargo spaces
below the margin line to be included in 'b' is to be determined as
follows

The whole volume is to be included for the deep load condition but
none for the condition in which no cargo is carried. For any intermediate
condition of loading, such proportion of the volume is to be included as
may appear reasonable and consistent with the draught under
consideration assuming the cargo to be homogeneous and of the same
density in each case.





70. (Paragraphs 17 to 27). The scantlings of the watertight
bulkheads, etc., are to be at least in accordance with Tables 1A, 2A, 2B,
3, 4A and 5A (Appendix 11).

71. (Paragraphs 28 to 40). The watertight bulkheads are not to be
pierced by doorways or other similar openings except as may be
required for special purposes, in which case full particulars of the
openings and the proposed means for closing them are to be submitted
for the approval of the Principal Surveyor of Ships.

72. (Paragraph 49). The requirements of sub-paragraphs (2) and (3)
need not be complied with in these ships.

73. The requirements of paragraph 52 as modified by paragraph 63
should be complied with where-the constructional and other
arrangements are such as to make the provision of fire stops reasonable
and easily practicable.

PART 111.

SUBMISSION OF CONSTRUCTION PLANS AND
PARTICULARS.

74. The plans and particulars referred to in paragraph 1 to be
submitted to the Principal Surveyor of Ships include those specified
below and such other information as may appear necessary for the full
consideration of the builder's proposals for complying with the
Government's requirements for the issue of a passenger or safety
certificate.

Such plans are to be in duplicate.

(1) Hull Structural Plans (Paragraph 2).

(a) Midship section, longitudinal section and other structural plans
showing the principal hull scantlings, framing, pillars and girders,
panting arrangement, strengthening of bottom forward and
compensation in way of openings in the shell plating and strength
decks.

(b) Plans showing details of the rudder and the principal hull
castings or forgings including their connexions to the hull.

(2) Subdivision Arrangements and Calculations (Paragraphs 5 to
16).

(a) Outline profile and plans showing the margin line (corrected as
necessary); all watertight transverse and longitudinal bulkheads, decks,
inner skins, shaft and other tunnels, trunks and ventilators; recesses
and steps in the watertight bulkheads; double bottoms; and principal
openings in the watertight bulkheads and





decks; the appropriation of spaces below the bulkhead deck; the
positions of equivalent plane bulkheads; the lengths of the main
transverse compartments and the weathertight arrangements at the
forward end.

Tunnels, recesses and steps are to be shown in plan and elevation
and typical sections of the double bottom should be given.

(b) Subdivision coefficients and particulars on Forms B.H.1,
B.H.1A, B.H.2 and B.H.2A.

Calculations of equivalent plane bulkheads; allowances for local
subdivision and, if available, a copy of the builder's flooding
calculations and curves. (See also paragraph 75(3)

(3) Subdivision Structural Details (Paragraphs 17 to 25 and 28 to
47).

(a) Plans showing scantlings and details of construction of all
watertight and oil-tight bulkheads, decks, inner skins, shaft and other
tunnels, escape and other trunks.

The pressure head upon which the scantlings of oil-tight
bulkheads, decks, etc., are based should be indicated on the plans.

(b) Plans showing the arrangement, types and details of all side
scuttles below the margin line.

(c) Plans showing the arrangement and detail of all side doors
below the margin line.

(d) Plans showing the arrangement and particulars of ship's side
discharges, including ash-shoots, rubbish shoots, etc.

(4) Arrangement above the Bulkhead Deck (Paragraphs 49 to 52):

(a) Plans showing the-arrangement and particulars of side scuttles
above the margin line.

(b) Plans showing the arrangement and details of sidedoors above
the margin line.

(c) Plans showing the arrangement and details of fire-resisting
bulkheads, doors, etc.

(d) Plans showing the exits from watertight compartments and the
arrangements for complying with the requirements of paragraph 51.

(5) Stability (Paragraphs 13 and 53):-

(a) Calculations of angle of heel made in connexion with paragraph
13(8) and copy of relevant instructions issued to ship's Officers.





(b) Report of inclining experiment (paragraph 53) and copy of
stability information issued to the operating personnel in accordance
with paragraph 53(2).

(c) Amount and disposition of permanent ballast, if any (paragraph
53(3)

(6) Plans and particulars of watertight doors (paragraphs 31 to 41,
46 and 48).

(a) An outline sketch, plan and elevation showing the margin line;
the deepest subdivision loadline; the positions of the watertight doors;
openings in watertight bulkheads for air trunks and refrigerating
trunkways; openings closed by portable plates and the leads of the
shafting for the hand gear of the doors, etc.

(b) When power doors are to be fitted the following particulars,
with plans as necessary

(i) Sources of power for operating the doors.

(ii) Arrangements for transmitting the power from the central
closing station for operating the doors.

(iii) Gauges or indicators at the central closing stations, which
show whether the power is available for operating the doors.

(iv) Indicating arrangements at the central closing station for
showing whether the doors are open or shut.

(v) Warning signals operating when the closing power is about to
be applied.

(c) Detailed plans of the different doors showing

(i) the various gears for operating the doors by hand and power.

(ii) the indicators for showing when the doors are closed by hand.

(iii) the screens for preventing coal interfering with the closing of
bunker doors.

(7) Plans of under water ash ejectors and expellers, and valves and
other fittings for preventing the accidental admission of water into the
ship. (See paragraphs 46 and 48).

75. (1) The coefficients and particulars on Forms B.H.1, and B.H.1A,
B.H.2 and B.H.2A, referred to in paragraph 74(2)(b) are required for
developing flooding curves by the surveyor of ships and the surveyor is
therefore to satisfy himself that the information on these forms is correct.
If, in the process of checking, any material errors are found the surveyor
is at once to advise the Principal Surveyor of Ships and render
amended particulars.





(2) Except as provided for in sub-paragraph (3), the builders of the
ship are not obliged to furnish a copy of their subdivision calculations
but the surveyor is to visit the shipyard in order to check them and to
take such notes of the figures as will enable him to identify them at any
future time.

If the builders make flooding calculations and curves by the
Ministry of Shipping's approximate method and are willing to furnish a
copy of them, they are to be forwarded to facilitate the work.

It must be made clear to the builders of the ship that in the event of
any alteration being made in the lines plan after the coefficients, etc.,
have been verified, the calculations are to be at once revised, re-
checked by the surveyor and the results supplied to the Principal
Surveyor of Ships so that the flooding curves may be amended as
necessary.

(3) If a ship is of such exceptional form that special subdivision
calculations and curves are made as provided for in paragraph 8, these
are to be checked at the shipyard and a complete copy forwarded for
consideration.

PART IV.

EQUIPMENT.

(Excluding life-saving appliances, lights and sound signals).

76. (a) Every passenger steamship engaged on international
voyages other than the River Trade is to be provided with at least three
efficient compasses complete with binnacles. One is to be a standard
compass fitted with the means for taking accurate bearings.

(b) Passenger steamships engaged on international voyages in the
River Trade must be provided with at least one standard compass fitted
with the means for taking accurate bearings and one steering compass.

77. (1) (a) All compasses which are provided in accordance with
paragraph 76 must be properly adjusted from time to time to the
satisfaction of the surveyor, and according to the following
instructions.

(b) On the first survey of any new steamship, the surveyor shall
require the compasses to be properly adjusted or verified by a
competent person selected by the shipowner.





The certificate of such a person is to be to the effect that the
compasses of a steel or iron ship are properly adjusted and a table of
errors furnished, or, in the case of a wooden ship, are properly verified
and a table of errors provided.

(c) In the case of steel and iron ships which are surveyed after
lying idle for a long time, or after having undergone repairs or alterations
involving the removal or addition of iron or steelwork, a certificate of
adjustment is to be required.

(2) Apart from the adjustment of compasses in the circumstances
mentioned in sub-paragraph (1), all compasses should be occasionally
adjusted, but this is less essential if, when ships have been in service for
a long period, the surveyor is satisfied that the Compass Deviation Book
has been kept up to date, and if a comparison extending over two or
three voyages shows that there has been no marked change in the
deviation.

(3) In ships where electrical energy is utilised for lighting or any
other purpose, disturbing effects are likely to arise from electric circuits
adjacent to the compasses. It is therefore necessary that the
adjustments should be made (a) with the dynamo at rest, (b) with the
dynamo running and the various electric circuits in the vicinity of the
compass 'on' and (c) with the dynamo running and such circuits---off---
. In all such instances the surveyor is to require the certificate of
adjustment to be in the following form

'This is to certify that the compasses of the iron (steel)
steamship 0.N. have been
adjusted for magnetic deviation, and are now in perfect order.
Tables showing the effect of such deviation have this day been
handed to the Master. The deviations have been ascertained
on the various courses both with the dynamo stopped, and
with it running at full speed, with electric current 'on' and 'off'
all circuits in the vicinity of the compasses.

The deviations so found are practically identical under both
conditions, and are in accordance with the tables furnished this day
to the Master.

Dated at this day of 19

(Signature)

(4) Certificates of adjustment or verification should be in the
possession of the surveyor before the latter gives his declaration, and
he should forward them to the owners with his declaration. (See,
however, paragraph 79).

In all cases the surveyor should satisfy himself as to the
proficiency of the person whose signature is attached to such
certificates.





78. In cases, when having regard to paragraph 77 the surveyor
does not consider an adjustment necessary, he should, before he grants
his declaration, obtain a certificate signed by the master and mate who
are going to make the next voyage in the ship to the effect that the
compasses are to their satisfaction, and that correct deviation cards
have been supplied. This certificate is to be attested by the owners and
the wording should be as shown on form Surveys 23.

If, however, either the master or mate who is to make the next
voyage in the ship does not sign a certificate of this kind, or if the
owners decline to attest it, the surveyor must require the compasses to
be readjusted, and enclose a certificate from an adjuster in the
declaration.

79. (1) In order to facilitate the preparation of passenger certificates,
declarations may be issued in the absence of the relevant compass
certificate in either of the following cases

(a) If the master of a ship has not been able to procure a certificate
of adjustment of the compasses and the omission does not appear to be
due to any negligence or fault of the master or owner.

(b) If there is delay in obtaining the certificate of the master and
mate and there is no reason to believe that they will refuse to sign this
certificate or that the owners will decline to attest it.

(2) When the requisite certificate is not available for enclosure with
the declaration, the surveyor is to report the fact in writing to the
Principal Surveyor of Ships so as to ensure that the passenger
certificate will be withheld until the necessary compass certificate is
produced.

80. The minimum requirements as to the provision of leads and lead-
lines are as follows

(1) In the case of every passenger steamship engaged on
international voyages other than the River Trade:

2 deep sea leads of at least 28 lbs. each.

2 deep sea lead-lines of at least 120 fathoms each and a suitable
reel.

Provided that where an efficient sounding machine is fitted, one of
the deep sea leads and lead-lines need not be required, and where a
second drum with an additional 300 fathoms of wire is supplied, it is
unnecessary to require the provision of any deep sea leads and lead-
lines.

4 hand leads of at least 7 Ibs. each.

4 hand lead-lines of at least 25 fathoms each.





The hand leads and lead-lines are to be provided in all cases.

(2) In the case of every passenger steamship engaged on
international voyages in the River Trade:

2 hand leads of at least 7 Ibs. each.

2 hand lead-lines of at least 25 fathoms each.

81. (1) The anchors and chain cables of every passenger steamship
are to be properly tested, certified and sufficient for the service
intended.

The surveyor should require the production of the test certificates
of any anchor or chain cable exceeding 168 Ibs. in weight which forms
part of the equipment of the ship.

When from any cause these cannot be produced, he is to exercise
discretion as to insisting upon compliance with this instruction, if
satisfied that the anchors and chain cables have been proved and the
proof marks are distinct and in order. Doubtful cases are to be reported
to the Principal Surveyor of Ships.

(2)(a) In the case* of every passenger steamship engaged on
international voyages other than the River Trade, anchors and
chain cables, if provided in accordance with the requirements
of Lloyd's Register of Shipping, may be regarded as being
adequate for the service intended.

(b)In the case of every passenger steamship engaged on
international voyages in the River Trade, the number and
weight of anchors, the size, length and weight of chain cables
are to be to the approval of the Principal Surveyor of Ships.

(c)In every instance proper hawsers and warps are to be
provided.

(d)Spare anchors must not be stowed below but kept readily
available.

82. The prescribed signals of distress, to be used either together or
separately are

(1) In the daytime:

(a)A gun or other explosive signal fired at intervals of about a
minute;

(b)The International Code signal of distress (i.e., the signal N C);

(c)The distance signal, consisting of a square flag, having either
above or below it a ball or anything resembling a ball;





(d) A continuous sounding with any fog-signal apparatus.

(2) At night:

(a)A gun or other explosive signal fired at intervals of about a
minute;

(b)Flames on the vessel (as from a burning tar-barrel, oilbarrel,
etc.);

(c)Rockets or shells, throwing stars of any colour or description,
fired one at a time, at short intervals;

(d) A continuous sounding with any fog-signal apparatus.

(3) In the daytime or at night:

The morse sign S 0 S made by radiotelegraphy or any other
distance signalling method, or the spoken word 'May-day' sent by
radiotelephony.

(The alarm signal, i.e., the wireless signal employed to actuate the
auto-alarm of ships so fitted, has also been prescribed as a distress
signal).

83. In addition to the wireless telegraphy installation with which all
passenger steamers, unless exempt, are required to be provided and the
fog signalling apparatus required for the purpose of the Collision
Regulations, all passenger steamers are to be provided with means of
making distress signals in accordance with paragraph 84.

Surveyors are to satisfy themselves, before signing their
declaration for the issue or renewal of the Safety or Passenger
Certificate that the requisite means of making distress signals have been
provided and are in good order.

84. (a) Distress Rockets: At least 24 rockets throwing stars of any
colour or description are to be carried. Each rocket should be of not less
size than that commonly known in the trade as 16 ozs.

If a gun with charges of ammunition in accordance with
subparagraph (c) is carded, or if socket signals in accordance with sub-
paragraph (d) are provided, the number of rockets may be reduced by
the number of gun charges or socket signals, provided that at least 12
rockets are carried.

(b) Lifebuoy Lights and Deck Flares: At least two lifebuoy lights or
approved deck flares self igniting in water are to be carried so that the
ship may, if necessary, make the statutory distress signal 'flames on the
vessel.' Such lifebuoy lights are additional to those required by the
Regulations relating to lifesaving appliances.





(c) Gun: If a gun is carried it should not be less than 31 inches in
the bore and should be provided with suitable charges of ammunition
each containing 16 ozs. of powder. The necessary requisites for firing
the gun should also be provided.

(d) Socket Signals: If socket signals are carried they are to be of an
approved make and the surveyors should satisfy themselves that they
will be fired only from approved sockets. There should be two sockets,
one forward and one aft, on different sides of the vessel. Sockets should
be of suitable gauge and should invariably be secured to a solid and
substantial part of the vessel and should be fixed at an angle of about,
but not less than, 20 degrees from the perpendicular so as to obviate the
risk of a signal falling on the vessel's deck if it fails to rise to the normal
height.

85. Lifebuoy lights should be capable of burning brightly in water
for at least 40 minutes. Full instructions for their use should be attached
to each of them.

Lifebuoy lights of the following brands have been approved and
may be accepted with an occasional test in accordance with paragraph
87(2) below.

Name of Light. Manufa'Flag Brand' Lifebuoy Light. J. R. Holmes (Holmes Light Company), 10, Idol
Lane, London, E.C.3.

'Flag Brand' Slipway J. R. Holmes (Holmes Light Company).
Automatic Lifebuoy Light. 10, Idol Lane, London, E.C.3.
'Handy Man's' Lifebuoy Holmes Marine Life Protection Association,
Light. 8, Great Winchester Street, London,
'Save-U-Lite' Lifebuoy Light. The Automatic Life Company, Baltimore,
U.S.A.

'Carl Fleming' Lifebuoy Stevedoring and General Agencies, Limited,

Light. 22, Billiter Street, London, E.C.2.

86. All socket signals, rockets, deck flares and lifebuoy lights must
be clearly and permanently marked or stamped with the date of
manufacture. Adhesive labels or painted figures are not regarded as
permanent marking. Where sheet brass labels are used in contact with
tin cases, the surveyors should be careful to see that the brass plates
are properly soldered on and that there is no sign of corrosion of the
canister.





87. (1) Testing and Renewal of Rockets and Socket Signals: Signals
are liable to deteriorate if kept for a lengthened period, particularly if
allowed to become damp. They should therefore be carefully examined
at least once a year, and- any showing signs of dampness, careless
manufacture, or unusual wear and tear, should receive special attention,
and, if necessary, be rejected.

It has been found that practical difficulties exist in the testing of
rockets and socket signals in docks and harbours and they must
usually, therefore, be judged by appearance. If practicable they should
be tested after one year from the date of manufacture, but they are not
in any case to be accepted after a period of two years from the date of
manufacture.

(2) Testing and Renewal of Deck Flares and Lifebuoy Lights: Deck
flares and lifebuoy lights may deteriorate quickly when exposed to the
weather, especially if the metal cases or seals have suffered any damage
or are not well and strongly constructed; they should, therefore, be
carefully examined at least once a year. Their condition can often be
gauged by their appearance and smell, for, when in good order, they
should have practically no smell; but they should not be shaken, as this
under certain conditions may cause generation of gas and possibly an
explosion.

In the case of deck flares and lifebuoy lights of an approved make,
check tests should be made by actual burning from time to time at the
surveyor's discretion. If the results of the tests are unsatisfactory, the
signals are to be rejected and a full report made to the Principal
Surveyor of Ships.

Other makes of deck flares and lifebuoy lights should be tested by
actual burning at each annual survey, two of the lights being selected
for this purpose by the surveyor from those on board the ship. If the
results of the tests are satisfactory, and if the signals are strongly
constructed and in all respects fit for the purpose for which they are
intended, -they may be accepted; otherwise they are to be rejected.

(3) Precautions during Tests of Pyrotechnic Lights and Signals: In
all cases, when tests of pyrotechnic signals, deck flares or lifebuoy
lights are being made, surveyors should take precautions to ensure that
no danger will be caused to themselves or to other persons in the event
of premature explosions, or by the falling of a spent rocket or of a
socket signal.

88. Before granting declarations for passenger steamships,
surveyors should in all cases see that a separate, detached, and
completely enclosed receptacle is provided for each of the following
kinds of explosives

(1) gunpowder or cartridges made therewith;

(2) rockets, socket signals and any other pyrotechnic signals;





(3) deck flares and lifebuoy lights.

These separate receptacles should not be made merely by
divisions or partitions in a cupboard or locker or chest, but must
be separate magazines, exclusively appropriated to the keeping
of the explosives. Charges of gunpowder, if carried, should be
contained in flannel bags, and the magazine in which they are
kept should be made of copper, well and strongly constructed. To
prevent injury to the rockets and other signals, it is desirable
either that the receptacles should be internally divided in such a
way that the signals can be stowed vertically or that they should
be of about the same length as the signals, but of insufficient
width to enable the signals to turn round. The lids should be
secured by hinges or brass screws so as to permit of an inspection
being made without injury to the case.

Socket signals are usually supplied in wooden boxes with a
tin box inside containing the friction tubes. Where this is so, no
other receptacle is required for the friction tubes.

Signals should, where possible, be kept in a house on deck,
and the receptacles containing different classes should be ranged
as far apart as circumstances will permit, so that in the event of
spontaneous combustion in any receptacle, or of risk of any sort
arising, any of the receptacles affected may be removed at once.

Deck flares and lifebuoy lights should be kept in a dry place
away from any other signals or explosives.

No article of an explosive or highly inflammable character
should be carried in any room or place in which any receptacle
containing distress signals is deposited.

PART V.

SURVEYS FOR RENEWAL OF SAFETY AND/OR
PASSENGER CERTIFICATES.

89. Surveyors are to satisfy themselves at the periodical
surveys that the hulls of passenger steamships are in good con-
dition, that the principal structural scantlings are maintained, that
the arrangements and details generally are in accordance with
the Government's requirements, and that the ship is in all respects
fit for her intended service.

90. The surveyor is to make a thorough examination in dry
dock of the outside of the hull after it has been cleaned and before
it is painted. All outside under water fittings and their fastenings,
including the rudder and its fittings are also to be inspected.
Anchors and chain cables are to be examined at least once in 12





months. Chain cables are to be removed from the chain locker, ranged,
shackle pins knocked out and cleaned if necessary. When the surveyor
is doubtful as to the sufficiency of the cables, having regard to wear, he
is to require gaugings to be produced of such portions as he may
consider expedient, in order to form an opinion of their fitness for further
service or otherwise. Details of such gaugings are to be recorded. (See
also paragraphs 4 and 95).

91. For the proper examination of the interior structure the surveyor
is to have removed such parts of the ceiling, etc., as he may consider
necessary to enable him to ascertain the condition of all plating,
stringers, frames, floors, rivets, etc., particularly in the engine room,
boiler space and coal bunkers. Where cement is fitted it should be
examined, and where it is cracked or otherwise of doubtful appearance,
the examination is to be extended, such portions of the cement being
removed as may in the opinion of the surveyor be necessary to enable
him to form a correct opinion of the state of the plating, rivets, etc., in
way of the cement.

92. The surveyor must ascertain that all load line markings,
including any which may have been assigned in connexion with
approved subdivision arrangements, are in accordance with the
appropriate certificates. (See also paragraph 1(5)(d)

93. A careful examination is to be made of all watertight bulkheads,
decks, tunnels, etc., in order to ascertain their condition and whether
their watertightness has in any way been impaired.

In the case of a ship for which a definite standard of subdivision
has been approved, the surveyor is to satisfy himself that the watertight
compartments and all the arrangements and details connected with the
subdivision of the ship are in order.

If a book B.H.1 has previously been compiled for the ship, the
arrangements and details in the ship are to be compared with those
recorded in the book. (See paragraph 1(6)

If any alterations in the approved subdivision arrangements and
details including watertight and non-watertight longitudinal bulkheads
(where fitted), appropriation of spaces below the bulkhead deck, etc.,
have been made since the previous survey, they are to be reported in
detail and B.H.1 and B.H.1A amended as necessary.

94. All watertight doors and other means for closing openings in
the watertight bulkheads, etc., are to be inspected and their condition
and efficiency ascertained.





The doors should be tried by hand, and also by power if the doors
are power operated.

The warning signals, if any, the hand-gear indicators for showing
when the doors are closed, and those of the power doors at the central
closing station are to be inspected and tried.

In the case of dropping doors, the surveyor is to see that the gear
for re-engaging for operating them by hand is in proper working order.

Hinged watertight doors are to be examined and tried. The surveyor
must ascertain that the lever-operated clips are in order and that all
joints are watertight.

If any sliding door is removed for repairs it should be hose tested
in the manner described in paragraph 40 for new doors unless the
surveyor has doubts as to the efficiency of the door, in which case it
should be hydraulically tested.

95. All side scuttles, valves and other appliances intended to
prevent the accidental admission of water into the ship must be such as
to serve effectively their intended purpose.

They are to be carefully examined, either in dry dock or otherwise
as most convenient, observing that in the case of a ship having a large
number of scuppers, sanitary and other discharges, the surveyor need
not insist upon the withdrawal of all the valves and cocks for
examination at any one survey, excepting those in the machinery spaces,
provided he is satisfied after the withdrawal of at least 25 per cent of the
valves, etc. that the withdrawal of the remainder is in the circumstances
unnecessary.

A careful record is, however, to be kept of the valves, etc. examined
at each survey with a view to ensuring that every valve, etc. is properly
examined at least once in every four years.

Where side scuttles are required to have special locking
arrangements they should be in accordance with the requirements of
paragraph 43.

96. The surveyor is to see that side and other openings above the
margin line, exits, fire-resisting bulkheads and passenger
accommodation are maintained in fit condition and comply with the
appropriate instructions.

97. The surveyor is to report in writing to the Principal Surveyor of
Ships giving full particulars, if

(a)any structural alteration has been made which might adversely
affect the stability of the ship,

(b) up-to-date stability information is not on board,





(c)permanent ballast, previously carried, is in any way not in
accordance with the stability records of the ship,

(d) permanent ballast has been placed in the ship.

PART VI.

QUALITY AND TESTS FOR STEEL AND IRON MATERIAL
USED
IN THE CONSTRUCTION OF SHIPS.

Wrought iron and mild steel.

98. (a) Plates, sections and rivets intended for use in the Colony
for the construction and repair of ship's hulls may be regarded as
adequate if such materials have been tested satisfactorily and are
accompanied by appropriate test certificates issued by the Ministry of
Shipping or a recognized Classification Society.

(b) In cases where the materials have not been tested or where
satisfactory proof of tests is not forthcoming, the surveyor is to
witness satisfactory mechanical tests in accordance with the B.E.S.A.
Specifications.

(c) Surveyors should examine the materials being worked and
observe their behaviour under the various processes to which they are
subjected, such as punching, shearing, machining, bending, riveting,
etc.

Any cases where plates, bars, forgings, etc., fail during fabrication,
or where the material appears to be of inferior quality should be noted
and the facts reported to the Principal Surveyor of Ships.

Electrodes.

99. Where it is proposed to use electric arc welding in substitution
for riveting as a means for connecting the various members of a ship's
structure, the quality of the electrodes used is to be to the satisfaction
of the surveyor of ships.

If the electrodes are accompanied by certificates indicating that
they come from stocks which have been tested and approved by the
Ministry of Shipping, they may be regarded as being satisfactory.

Castings and forgings.

100. (1) Shipbuilders and owners or their representatives are to be
informed that arrangements should always be made to notify the
surveyor when an important steel casting or forging is to be





ordered locally, and upon placing the work in hand that the makers
should be requested to communicate with the surveyor with regard to
the witnessing of tests.

(2) (a) The tensile strength and ductility are to be determined where
required from sample pieces of the material which are to be selected by
the surveyor and tested in his presence. Such samples are not to be
detached until stamped by the surveyor after all annealing has been
completed.

(b) In the case of steel castings the tensile and bend test pieces
are to be prepared from samples cast on the casting.

(e) In the case of steel forgings the tensile and bend test pieces are
to be prepared from samples cut lengthwise from the forging from a part
of not less sectional dimensions than the body of the forging, and
machined to size without further forging down.

(3) Additional Tests.-(a) Should any tensile test piece break at a
point outside the middle half of its gauge length, the test may, at the
makers' option and with the surveyor's approval, be discarded, and
another test may be made from the same casting or forging.

(b) Whenever the material appears to be of doubtful quality a
greater number of tests than specified should be made, so that the
surveyor fully satisfies himself as to the quality of the material used.

(4) Additional Tests before rejection. If a test gives unsatisfactory
results, two repeat tests may be made from the same charge or batch of
material; and if these are satisfactory, the castings or forgings which
they represent may be accepted, but if either of the duplicate tests fails,
the article or articles represented thereby shall be rejected.

(5) (a) In the event of any of the material proving unsatisfactory in
the course of machining or erection, such material is to be rejected,
notwithstanding any previous certificate of satisfactory testing.

(b) The surveyor should carefully examine each casting or forging
and take all practicable measures to ascertain that it is sound and free
from all flaws and defects.

Hammer dressing, patching, burning or electric welding is not to be
permitted.

(6) The Government will not send surveyors beyond the Colony for
the purpose of testing castings and forgings intended for ships under
construction or repair locally, nor can certificates as to quality issued by
any classification society be accepted without the approval of the
Principal Surveyor of Ships.





Except in cases when Ministry of Shipping test certificates are
produced in respect of imported castings and forgings, test pieces
which form an integral part of such articles are to be provided so as to
enable the surveyor to witness the necessary tests.

Should no satisfactory evidence as to quality be produced and no
test pieces be available, the case is to be reported to the Principal
Surveyor of Ships for instructions as to procedure.

101. For purposes of identification, the surveyor is to stamp all
castings and forgings in respect of which he has witnessed satisfactory
tests.

102. The results of all tests upon castings and forgings required by
this Part are to be entered in the office records.

103. (a) Steel for castings may be made by any process which has
been approved by the Ministry of Shipping.

(b) Steel for forgings should be made by the Open Hearth process.
Forgings are to be made from sound ingots and not more than the lower
two-thirds of the ingot is to be utilized. The sectional area of the body
of the forging (as forged) is not to exceed one-fifth of. the sectional area
of the original ingot, and no part of the forging (as forged) is to have
more than two-thirds of the sectional area of the original ingot.

104. All important steel castings and forgings are to be thoroughly
annealed at a uniform temperature and allowed to cool down prior to
removal from the annealing furnace. If a casting or forging is
subsequently heated for any purpose it is to be again similarly annealed
if so required by the surveyor.

105. Test pieces are to be machined to B.E.S.A. standard
dimensions, as follows:

(a) For Tensile Tests.

Type C. 0.564 inch diameter (.25 sq. inch area) Gauge length 2
inches and parallel length not less than 2.25 inches.

Type D. 0.798 inch diameter (.50 sq. inch area) Gauge length 3
inches and parallel length of not less than 3.375 inches.

Type E. 0.977 inch diameter (.75 sq. inch area) Gauge length 3.5
inches and parallel length not less. than 4.00 inches.

The form of the ends should be as required to suit the various
methods employed for gripping the test piece.

(b) For Bend Tests.





Rectangular in section, 1.00 inch wide x .75 inch thick, with edges
rounded to a radius of .0625 inch.

Bend tests are to be made by pressure or by blows the test pieces
being bent cold over the thinner section.

106. When stems, sternframes, rudder frames and arms, pr opeller
shaft brackets, steering quadrants, tillers, crossheads, and other
important parts of the hull and fittings which are subject to considerable
stress and strain are made of either cast or forged steel the following is
to apply.

(1) Steel Castings: (a) At least one tensile and one bend test is to
be taken from each casting or set of castings from each charge,
provided that when more than one casting is made from one charge, at
least one tensile and one bend test is to be required for the set of
castings from one common pouring head, but separate tests are to be
made for each casting or set of castings run from each separate pouring
head.

(b) When a casting is produced from more than one charge, at least
four tensile and four bend tests are to be made; such samples to be
taken from as near the top and bottom of the casting as practicable.

(c) The tensile breaking strength of steel castings is to be within
the limits of 26 and 35 tons per square inch, with an elongation of not
less than 20 per cent measured on the standard test piece:

Provided that, if there are no special features in the design of the
castings and the scantlings are sufficient, the tensile breaking strength
may be within the limits of 26 to 40 tons per square inch, with an
elongation of not less than 15 per cent measured on the standard piece.

(d) Bend test pieces are to withstand being bent through an angle
of not less than 120 degrees without fracture, except in cases to which
the proviso of sub-paragraph (c) is applicable, when an angle of not less
than 60 degrees for castings of between 35 and 40 tons ultimate tensile
strength and not less than 90 degrees in other cases may be accepted.

In all cases the internal radius of the bend must be not greater than
one inch.

(2) Steel Forgings:

(a) At least one tensile and one bend test is to be taken from each
forging, but if the weight exceeds three tons, one tensile and one bend
test is to be taken from each end.





(b) When a number of small forgings are made from the same ingot,
tensile and bend tests in the proportion of one of each for every four
articles may, as a general rule, be regarded as sufficient.

(c) The tensile breaking strength of steel forgings should not
exceed 40 tons per square inch.

The elongation, measured on the appropriate standard test piece
must be not less than 17 per cent for 40 ton steel and in no case must
the sum of the tensile breaking strength and corresponding elongation
be less than 57.

(d) Bend test pieces are to withstand being bent through an angle
of 180 degrees without fracture, the internal radius of the bend being
not greater than that specified below.

Maximum tensile strength of forging. Internal radius of test
piece after bending.

Up to 32 tons per sq. inch .....1/4 inch.

Above 32 and up to 36 tons per sq. in . .................

Above 36 and up to 40 tons per sq. in . .................

THE FOLLOWING PARAGRAPHS 107-112 APPLY TO CASTINGS
OTHER THAN THOSE REFERRED TO IN PARAGRAPH 106 WHEN
INTENDED FOR POSITIONS WHERE THEIR FAILURE MIGHT
AFFECT THE SAFETY OF THE SHIP.

Cast steel.

107. (a) When side scuttle frames, deadlights and plugs of cast steel
are intended for positions above the bulkhead deck, no tests will as a
rule be necessary unless the surveyor has reason to doubt the quality
and strength of the material.

(b) When intended for positions below the bulkhead deck, the
following tests are to be made

One frame, deadlight or plug out of every 50, and at least one of
each for every ship so fitted, is to be selected at random and tested to
destruction by being bent, when cold and before being machined, either
by pressure or by blows.

The frames and deadlights are to withstand being bent through an
angle of not less than 20 degrees and the plugs through an angle of not
less than 40 degrees without fracture in both cases:





Provided that in cases where the sills of side scuttles are less than
six inches above the deepest loadline, frames and deadlights are to be
tested in the same proportion and manner as described above except
that the deadlights are to withstand being bent through an angle of not
less than 30 degrees without fracture.

(Plugs for this type of side scuttle are to be of rolled steel plate).

(c) If the surveyor is of the opinion that, owing to the unusual
depth of projecting rims, or for any other reason, the above test for
frames and deadlights cannot be fairly applied, an alternative method of
testing may be submitted for approval.

108. In the case of elbows, valves, shoots for ashes, galley refuse,
etc., and other castings of a similar character the surveyor is to witness
satisfactory bend tests from each charge in order to ascertain that the
material is suitable for the intended purpose.

One bend test in accordance with paragraph 106(1)(d) is to be made
for:

(a) Every 12 small castings such as elbows, valves, etc.

(b) Every 4 galley refuse shoots.

(c) Each large casting, such as an ash shoot.

Malleable cast iron.

109. The employment of this material in connexion with the
construction of ships' hulls and fittings should be watched with care on
account of the great differences in the quality of the material as
produced by various methods of manufacture.

The use of malleable cast iron is for the present sanctioned in the
special cases and under the particular conditions given below, it being
observed that in any case the surfaces of malleable iron castings should
not be removed by machining, etc. to a greater extent than is absolutely
necessary.

110. (a) When side scuttle fr ames, deadlights and plugs of
malleable cast iron are proposed for positions above the bulkhead deck
no tests will as a rule be necessary unless the surveyor has reason to
doubt the quality and strength of the material.

(b) When intended for positions below the bulkhead deck, but not
less than 6 inches above the loadline, the following tests are to be made

One frame, deadlight or plug out of every 25, and at least one of
each for every ship so fitted, is to be selected at random and tested to
destruction. by being bent, when cold and before being machined, either
by pressure or by blows.





The frames are to withstand being bent through an angle of 20
degrees, and deadlights and plugs through an angle of 40 degrees
without fracture in both cases.

(e) If the surveyor is of opinion that, owing to the unusual depth
of projecting rims, or for any other reason, the above test for frames and
deadlights cannot be fairly applied, an alternative method of testing
may be submitted for approval.

(d) In addition to the above tests, each article must withstand
being dropped from a height of 10 feet for frames and 15 feet for
deadlights and plugs on to an iron slab.

(e) Malleable cast iron must not be accepted for side scuttles
where their sills are less than six inches above the deepest loadline.

111. In the event of proposals being received by the surveyor to
make elbows, valves, shoots for ashes, galley refuse, etc., and other
castings of a similar character of malleable cast iron of such special
quality as to approach closely cast steel in strength and ductility, full
particulars of the tensile and bending tests to which it is proposed to
subject the material should be submitted to the Principal Surveyor of
Ships for consideration before the castings are made.

Ordinary cast iron.

112. In view of the wide variations in its quality and its general
unreliability, the use of ordinary cast iron for important parts of ships'
structures and fittings should be discouraged as far as possible.

This material is considered unsatisfactory for side scuttles and
similar fittings, and cannot be sanctioned for such fittings attached to
the shell plating below the margin line, where failure of the castings
might impair the watertightness of the hull and thus affect the safety of
the ship.

PART VII.

EXISTING PASSENGER STEAMSHIPS.

(i) To which the Simla Rules 1931 are not applicable.,

113. (1) The requirements of paragraphs 1 to 53 of these Instructions
apply in full to ships the keels of which are laid on and after 1st July,
1931, and to ships converted to passenger service after that date, but
the Owners of any foreign-going ship in which the subdivision
requirements of the 'Instructions -relating to the Construction of
Passenger Steamships 1915: or any ship in





which the 'Instructions as to the Survey of Passenger Steamships
1928',* are complied with, may, if they desire, have their ships
reconsidered with a view to complying with the relevant requirements of
the present Instructions.

In such a case the application should be accompanied by plans
showing the actual subdivision arrangements in detail, subdivision
draught (or draughts), increased draught desired (if any), data for
estimating the criterion numeral, and any other particulars which may
appear necessary for the case to be properly reviewed.

(2) (a) The Convention requires the Government to consider the
arrangements on 'existing' ships with a view to improvements being
made to provide increased safety, where practicable and reasonable.

So far as concerns the degree of watertight subdivision, it is not
considered in general practicable or reasonable to require, either in ships
built under the 1915 or 1928 issues of the Survey Instructions, or those
built prior to the coming into operation of those Instructions, any
structural alterations of the nature of additional bulkheading, and it will
therefore not be necessary, except in special cases or as may be
requisite for the purpose of paragraph 115, to prepare information of the
nature required for an investigation of the measure of subdivision
actually provided.

Ships built to the standard of the 1915 or 1928 Instructions are
regarded as having the degree of subdivision which can reasonably be
required of an existing ship, and, so long as the number of passengers is
not increased, need not be re-examined from that point of view except as
indicated in sub-paragraph (1).

Ships not built to the standard of those Instructions will have to be
regarded in a similar way, apart from special cases and as indicated in
sub-paragraph (1).

By 'special cases' is meant ships which, in the opinion of the
surveyor who have surveyed them for passenger certificates, require
special attention from the point of view of subdivision. Cases of this
kind will have to be considered by the surveyors and when they are
satisfied that special measures to improve subdivision are essential they
should report the facts to the Principal Surveyor of Ships.

(b) In the survey of existing ships, particularly those not built in
accordance with the 1915 or 1928 Instructions, special attention
should be given to the survey of those arrangements and fittings
associated with the watertightness of the ship. The following are points
requiring special attention

Published by the Ministry of Shipping. London.





(i) The efficiency and watertightness of the bulkheads, double
bottoms, flats, shaft tunnels, etc., which may assist in keeping the
vessel afloat in the event of the flooding of any of the compartments.

(ii) The means of closing all the openings in the bulkheads, flats,
etc., e.g. sluice valves, pipes, scuppers, electric light cables, doors,
portable plates, ventilation and escape trunks, etc.

(iii) The means of closing openings in the ship's sides, e.g., side
scuttles, gangway cargo and coaling ports, rubbish shoots, etc.

(iv) Weathertight and fire-resisting arrangements above the
bulkhead deck.

If the surveyor is not satisfied with the efficiency of the existing
arrangements in the items mentioned above he should call the attention
of the owners to the matters which he considers are deficient, with an
indication of what he considers are desirable improvements which are
also practicable and reasonable. If he is in any doubt as to the methods
to be adopted for effecting such improvements, or any difficulty is
found in obtaining agreement to improvements which the surveyor
considers necessary and reasonable, the case should be referred to the
Principal Surveyor of Ships for consideration.

Alterations or improvements are to be recorded in Forms B.H.1 or
B.H.1A.

(3) It is not expected that all these matters can be dealt with on the
first survey after the coming into operation of these Instructions. The
surveyor should, however, at the first survey, make a careful note of all
the points which, in his opinion, require consideration from the point of
view referred to above, and keep a careful record of what items he has
examined and of those which remain for examination at the next survey.

In the event of alterations to a ship being proposed or substantial
repairs being undertaken, or if application is made for permission to
carry an increased number of passengers, the possibility of securing
improvements in the matters mentioned above should always be taken
into consideration.

114. The requirement that-

(a)openings in bulkheads closed by portable bolted plates (see
paragraph 29(3)

(b)hinged watertight doors in bulkheads dividing cargo between
deck spaces (see paragraph 41(3)

(c) side scuttles in the position defined in paragraph 43(5);

(d)side scuttles and deadlights not accessible during navigation
(see paragraph 43 (8) and





(e) gangway, cargo and coaling ports below the margin line

(see paragraph 47(1)

shall be closed before the ship leaves port and be kept closed during
navigation applies to existing steamships.

115. A subdivision loadline is to be marked on existing passenger
steamships which require a safety certificate and are not already so
marked. The position of this line will be determined in every case by
Senior Surveyor of Ships, to whom the surveyor should apply for the
necessary instructions in each case.

In the case of passenger ships which obtain a reduction of
freeboard under the Load Line Rules 1932, the consequential alteration
in the loadline marks is not to include the subdivision line, which is to
be maintained in its existing position unless an alteration has been
approved by the Principal Surveyor of Ships.

116. The surveyor is to ascertain and report whether the owners
have supplied the personnel of the ship with data relating to the
stability of the ship under service conditions and, if so, to forward a
copy to the Principal Surveyor of Ships for information and record.

If there is any permanent ballast in the ship, its nature, amount and
distribution are to be reported.

(ii) To which the Simla Rules 1931 are applicable.

117. (1) The Simla Rules contain special provisions as to the
treatment to be accorded to 'existing' ships, as defined in the Rules,
and should an application be received for the survey of a ship already in
service, the case is to be referred to the Principal Surveyor of Ships for
instructions, with information as to the owners of the ship and the
trades in which she has been engaged, particulars of the certificates held
in respect of those trades including the name of the governmental
authority by whom these certificates were issued, and information as to
the trades in which the ship is intended to be employed.

(2) The Simla Rules require that each existing passenger ship
which does not already comply with the provisions of those Rules shall
be considered by Government with a view to providing such increased
safety as is practicable and reasonable.

With regard to the subdivision arrangements it will be necessary to
investigate these in each existing ship in order to ascertain the actual
degree of subdivision provided, and it will therefore be necessary for
the surveyor to obtain such data and information as may be available for
this purpose.

Paragraphs 113(2)(b), 113(3), 114, 115 and 116, are also to apply
to these ships.





PART VIII.

BILGE PUMPING
ARRANGEMENTS.

118. (a) These Instructions are based on the recommendations of the
Bulkheads Committee of 1912, 1915 and 1924, adopted by the
International Conference on Safety of Life at Sea 1929. Variation from
the precise requirements specified, may, however, be allowed as
indicated in Clause (d) of this paragraph.

(b) Every passenger steamship the keel of which was laid on or
after 1st July, 1931, or which is converted to a passenger steamship on
or after that date shall comply fully with the requirements of this Part.
The bilge pumping arrangements in ships launched subsequent to the
1st January, 1921, should also comply with those requirements unless
there are exceptional circumstances which should be reported to the
Principal Surveyor of Ships for consideration. The bilge pumping
arrangements in ships launched previous to that date need not,
however, be disturbed; unless the efficiency of the pumping
installation' is considerably below that required for new ships, and
alterations for the purpose of providing increased safety are practicable.
If, however, for any cause, renewals are being carried out, the
opportunity should be taken to bring the arrangements in connexion
with the renewed parts into conformity with the following Instructions,
so far as may be reasonable and practicable.

(c) The foregoing paragraph (b) relates to passenger steamships
for which a general safety certificate or a passenger certificate is
required. In the case of steamships requiring a short International
voyage safety certificate, subsections (6) and (7) of section 27 of the
Merchant Shipping Ordinance (which is based on Regulation XIX of the
Safety Convention) authorizes the Governor to modify the requirements
of the present instructions relating to bilge pumping arrangements if
and to the extent that he is satisfied that any such requirements is
neither reasonable nor practicable in the case of that steamship. The
modifications which have been authorized in the case of river trade
passenger steamships are stated in paragraph 128. Should any
application be received for modifications in the case of other steamships
engaged on short international v voyages, the matter should be referred
to the Principal Surveyor of Ships for instructions, with full particulars
as to the reasons for the application and the trade in which the vessel is
engaged.

(d) Wherever in the following instructions a particular appliance or
arrangement is specified, it is open to a ship-owner or shipbuilder to
substitute another arrangement or appliance that is equally effective,
provided approval is first obtained. In any such case full particulars
should be submitted to the Principal Surveyor of Ships for
consideration before the work is put in hand.





(e) A detailed plan of the bilge pumping arrangements should be
submitted in every case.

Passenger Steamships in General.

119. Ships shall be provided with an efficient pumping plant capable
of pumping from and draining any watertight compartment under all
practicable conditions after a casualty, whether the ship is upright or
listed. For this purpose wing suctions will generally be necessary except
in narrow compartments at the ends of the ship. Where close ceiling is
fitted over the bilges, arrangements shall be made whereby water in a
hold compartment may find its way to the suction pipes. Efficient means
shall also be provided for draining water from insulated holds.

120. (a) All pipes from the pumps which are required for draining
cargo or machinery spaces shall be entirely distinct from pipes which
may be used for filling or emptying spaces where water or oil is carried.

(b) Bilge suction pipes shall not be carried through the double
bottom tanks, if, as is usual, it is possible to avoid doing so. They shall
in all cases be efficiently secured in position and strapped so as to
prevent movement, and shall be made in suitable lengths with flanged
joints. Efficient expansion joints or bends should be provided in each
range of pipes, and where the connexion at bulkheads, etc., are made
with lead bends the radii of the bends and the distance between the axes
of the straight parts of the pipe shall each be not less than three
diameters, and the length of the bend shall be at least eight diameters of
the pipe, as shown in the subjoined figure.

3R

U





Lead pipes shall not be used under coal bunkers or oil fuel storage
tanks, nor in boiler or machinery spaces, including motorrooms, in
which oil settling tanks, or oil fuel pump units are situated.

121. The diameter of bilge suction pipes in inches shall be in
accordance with the following formulae to the nearest I inch.

4

/L(B 1) +1, for main line suction to the pumps, and 2500

+1, for branch suctions to cargo and machinery
1500 spaces.

Where L length of vessel, in feet,

B breadth of vessel, in feet,

D moulded depth of bulkhead deck, in feet, and

1 length of compartment, in feet.

No main suction pipe, however, shall be less than 21 inches in
bore, and no branch pipe shall be less than 2 inches or need be more
than 4 inches in bore.

122. (a) The arrangement of the bilge and ballast system shall be
such as to prevent the possibility of water passing from the sea and
from water ballast spaces into the cargo and machinery spaces, or from
one compartment to another. To effect this requirement, the bilge
connexion to any pump having also a suction from the sea shall be
made by means of either a non-return valve or a cock which cannot be
open at the same time to the sea, or to water spaces, and to the bilges;
valves in all bilge distribution boxes shall be of the non-return type; and
an approved arrangement of lock-up valves or of blank flanges shall be
provided to prevent any deep tank being inadvertently run up from the
sea when containing cargo, or pumped out through a bilge pipe when
containing water ballast, and appropriate explanatory notices shall be
conspicuously displayed near the fittings involved.

(b) Provision shall also be made to prevent the compartment served
by any bilge suction pipe being flooded, in the event of the pipe being
severed or otherwise damaged by collision or grounding in any other
compartment. For this purpose, where the pipe is at any part situated
nearer the side of the ship than the extreme outward position
permissible for the side of a recess in a bulkhead (see paragraph 13(3)
or in a duct keel, there shall be fitted to the pipe, in the compartment
containing the open end, either a nonreturn valve,* or a screw-down
valve with an operating rod led from a position above the bulkhead
deck.





(c) If a suction pipe is led from the engine-room to the fore-

peak, it shall be provided with a screw-down valve capable of being
operated from above the bulkhead deck, the chest being secured
inside the fore-peak to the collision bulkhead.

(d) All distribution boxes, cocks and valves in connexion with the
bilge pumping arrangement shall be in positions which are accessible at
all times under ordinary circumstances. They shall be so arranged that,
in the event of flooding the emergency bilge pump may be operative on
any compartment. If there is only one system of pipes common to all
pumps, the necessary cocks or valves for controlling the bilge suctions
must be workable from above the bulkhead deck. If in addition to the
main bilge pumping system an emergency bilge pumping system is
provided, it shall be independent of the main system and so arranged
that the emergency pump is capable of operating on any compartment
under flooding conditions.

(e) Operating rods shall be led as directly as possible and shall
have an index plate near the upper end showing what each is for and
how the valve or cock to which it is connected is opened and closed.
Rods in cargo spaces and bunkers shall be suitably cased-in to ensure
free operation and avoid risk of damage.

(f) Valve chests, cocks, pipes and other fittings attached to the
bulkheads or to the tunnel plating shall be secured by means of studs
screwed through the plate, or by tap bolts, and not by bolts passed
through clearing holes.

123. The Suctions including direct suctions in machinery spaces
shall be led from easily accessible mud-boxes placed, whenever
practicable, above the level of the working floor, with straight tail pipes
to the bilges, and having covers secured in such a manner as to permit
of them being expeditiously opened and closed. The suction ends in
hold spaces shall be enclosed in strum-boxes having perforations about
inch in diameter whose combined area is not less than twice that of the
suction pipe, and the boxes shall be so constructed that they can be
cleared without breaking any joint of the suction pipe. Suction pipes in
tunnel wells shall have similar strum-boxes.

124. All water spaces and compartments, except the main engine and
boiler compartments, shall be provided with straight sounding pipes
which, together with the bilge pipes, shall be effectively protected where
necessary against risk of damage from cargo, coal, etc., and a thick steel
doubling plate shall be securely fixed below each sounding pipe for the
rod to strike upon. Sounding pipes, including those for the double
bottoms below machinery spaces should extend to positions at or above
the bulkhead deck which are at all times accessible; but, although





such an arrangement is most desirable, it is not insisted upon either for
bilges or for double bottom tanks situated below machinery spaces,
provided the ends of the sounding pipes are accessible in ordinary
circumstances and are furnished with cocks, having parallel plugs with
permanently secured handles so loaded that, on being released, they
automatically close the cocks.

In the case of insulated holds, sounding pipes shall be provided
both above and below the insulation. These sounding pipes shall be
insulated and be not less than 21 inches in diameter. (See paragraph
15(4)

125. (a) With the exception of pumps which may be provided for
peak compartments only, each bilge pump, whether operated by hand
or by power, shall be arranged to draw water from any hold or
machinery compartment in the ship.

(b) In addition to the ordinary bilge pump worked by the main
engines, or its equivalent engine-room pump, there shall be fitted an
independent power bilge pump. A power pump is one driven
independently by steam, electricity or other mechanical power and not
by manual labour; and ballast, fire and sanitary pumps may be regarded
as independent power pumps if suitably connected for pumping bilges.

(c) In vessels. under 300 feet in length two hand pumps of the
Downton or other approved cranked type giving a continuous
discharge shall be fitted, one forward and one aft; or alternatively, a
second independent power pump may be fitted: but in vessels 300. feet
in length or over a second independent power pump shall be fitted in all
cases, and the hand pumps may then be dispensed with. In each case
mentioned, an additional independent power bilge pump shall be fitted
when the criterion numeral exceeds 30 (see paragraph 11).

(d) Where two or more independent power pumps are .required, the
arrangement shall be such that at least one power pump will be available
for use in all ordinary circumstances in which a vessel may be flooded at
sea. One of the power pumps shall therefore be an emergency pump of a
reliable submersible type. A source of power situated above the
bulkhead deck shall be available for this pump in any case of
emergency.

(e) Where practicable, the power bilge pumps shall be placed in
separate watertight compartments so arranged or situated that these
compartments cannot readily be flooded by the same damage. If the
engines and boilers are in two or more watertight compartments, the
pumps available for bilge purposes shall be distributed through these
compartments as far as is possible.





(f) Each independent power pump shall be capable of giving a
speed of water through the main bilge pipe of not less than 400 feet per
minute, and it shall have a separate direct suction to the compartment in
which it is situated of a diameter not less than that of the bilge main. The
direct suctions shall be so distributed as to pump from either side of the
ship by a direct suction, otherwise one independent power pump shall
have also a fitting to which can be readily attached a flexible suction
hose of sufficient length for use in case of emergency. In coal fired ships
there shall be a direct suction to the independent power pumps from
each side of the boiler room, except that when the engine and boiler
rooms are in the same watertight compartment a flexible suction hose
may be provided of sufficient length to reach from a fitting on an
independent power pump to either side of the boiler room.

Flexible suction hoses shall have an internal diameter 1 inch larger
than that of the largest branch suction required in the ship, but need not
be larger than 4 inches in diameter.

(g) Manual pumps shall at all times be workable from positions on
or above the bulkhead deck. If the two pumps of the cranked type
referred to in clause (c) are placed in a combined engine and boiler room
and the height from the suction end of the bilge pipe to the flooded
water line exceeds 24 feet, the barrel of each pump must be extended to
above the flooded water line so that, in the event of the compartment
being flooded, it may be possible to withdraw the bucket and tail valve
for examination or overhauling. The lift of the pump, namely, the vertical
height between the end of the suction pipe and the tail pipe, shall in no
case exceed 24 feet. A shut-off valve or cock operated from the bulkhead
deck or a non-return valve must be provided to enable either pump to be
opened up without affecting the efficiency of the other.

(h) Main circulating pumps shall have direct suction connexions,
provided with non-return valves, to the lowest drainage level in the
machinery space and of a diameter at least two-thirds that of the sea-
inlet. The spindles of the sea-inlet and direct suction valve should
extend well above the engine room platform. Where the fuel is, or may
be, coal and there is no watertight bulkhead between the engine and
boilers, a direct discharge overboard shall be fitted from at least one
circulating pump, or, alternatively, a byepass may be fitted to the
circulating discharge.

(i) Testing of Bilge Pumping Arrangements: In these regulations
when any fittings are installed they should be suitable for the purpose
intended; accordingly, when surveyors are testing the bilge pumping
arrangements of passenger ships the independent circulating pumps
should be tried on the bilges.





In all cases the results of tests of the bilge pumping efficiency of
circulating pumps should be fully reported to the Principal Surveyor of
Ships, and in the event of a test being unsatisfactory, the reasons for
the failure should be given and suggestions for improvements made.

The emergency bilge pump should be tried and proved to be
satisfactory at every survey for renewal of passenger certificate, before
a declaration is granted.

In the case of older vessels, launched prior to 1st January, 1921,
and which do not comply fully with the existing regulations, the bilge
pumping arrangements should be inspected with care to ensure that a
reasonable standard of efficiency is maintained. Special attention
should be given to the boiler room of coal burning vessels.
Improvements which could be reasonably made, such as the provision
of direct suctions where these are lacking, should be brought to the
notice of owners. Full reports in the cases dealt with should be
forwarded to the Principal Surveyor of Ships.

126. The bilge pumping arrangements in motor ships shall so far as
practicable, be equivalent to those required for steamships of similar
size, except as regards main circulating pumps.

127. The bilge pumping arrangements in vessels employed in the
carriage of unberthed passengers to which the simla Rules (1931) apply,
shall comply with the requirements of paragraphs 119 to 126 with the
following modifications

(a) Bilge Valves, Cocks, etc. (application of paragraph 122).

Sub-paragraph (d) except for the first sentence shall
apply only to ships carrying an emergency bilge pump.

(b) Bilge Pumps (application of paragraph 125).

Sub-paragraph (d) shall not apply to a pilgrim ship or to a
ship carrying not more than twelve berthed passengers.

128. (a) The bilge pumping arrangements in vessels employed within
the limits of the coasting and river trade shall comply with the
requirements of paragraphs 119 to 126 except as regards the minimum
size of pipes prescribed in the last clause of paragraph 121 and as stated
hereafter.





(b) Bilge pumps shall be provided as follows

Pumps required.

Length of Vessel
in feet.

Power bilge

.1 Hand deck pumps.

pumps.

50 and under 100 Onet One of the lever type to each

compartment, or one of

.. cranked type.
100 250 .......One: One of the cranked type.
250 300 .......Onet Two of the cranked type.
300 and over

+ Additional to the ordinary pump worked by main engines. + Additional to the
ordinary pump worked by the main engines or equivalent engine room pump.

Submit for consideration.

Each of the pumps specified, unless of the hand lever type, shall be
capable of drawing from any part of the vessel.

(c) When a hand deck pump is fitted to each compartment, the
valves and cocks for regulating the bilge suctions need not be workable
from above the bulkhead deck if they are in the same compartment as
the power pumps.

(d) Where two independent power pumps are required, one pump
shall be an emergency pump worked from a source of power situated
above the bulkhead deck, which shall be available at all times when the
vessel is occupied by passengers or crew and be independent of the
main propelling plant.

(e) The hand pumps mentioned in the third column of the table may
be dispensed with if two power pumps independent of the main engines
are fitted, provided the requirements of the previous clause of this
paragraph are complied with.

PART IX.

BOILERS AND MACHINERY.

129. (a) Surveyors are required by the Ordinance to fix the
limits of weight to be placed on safety-valves of passenger steam-
ships, and to determine whether the boilers and machinery are
sufficient for the service intended and in good condition. In order er
to facilitate the foregoing, the surveyor may require plans of the
boilers and machinery, and these should be supplied as requested.





(b) The machinery to be surveyed comprises the engines and
boilers used for propelling the vessel, and all the machinery connected
therewith including donkey boilers that are in any way attached to, or
connected with, the main boilers. The steering gear; installation for
emergency power and lighting; the machinery for operating the
watertight doors; and the engines of motor lifeboats (including the
generator for wireless telegraph apparatus), forming part of the
statutory boat equipment should also be surveyed.

Boilers and machinery used for loading or unloading the vessel,
and used exclusively for purposes unconnected with the motive power
of the vessel, do not form a part of the machinery required by the
Merchant Shipping Ordinance, to be surveyed, but the surveyor should
satisfy himself that the boiler is reasonably safe for the pressure at
which it is worked.

(c) When a surveyor has seen the machinery of a new steamship in
the shop before it is put together, and is satisfied with it, it will not be
necessary before issuing the first declaration to have it again opened
up on board the ship for examination, either by himself or another
surveyor, unless in the surveyor's judgment it is necessary after the
vessel has been tried under steam.

(d) Subject to any reservations which may be mentioned in the
Certifying Letter, new boilers imported into the Colony and
accompanied by a Certifying Letter from the Ministry of Shipping will
be accepted as having complied with all the regulations 143 to 210
inclusive relating to the process of manufacture and materials.

(e) Subject to any reservations which may be mentioned in the
Certifying Letter, new machinery, new parts of machinery and any
auxiliaries which are imported into the Colony and accompanied by a
Certifying Letter from the Ministry of Shipping will be accepted as
having fully complied with all the regulations contained herein.

130. (a) In the case of passenger vessels with more than one
propeller, only one complete engine and necessary auxiliaries need be
surveyed every twelve months, provided however that in Diesel
engined ships the whole of the engines and auxiliaries shall be surveyed
within any two years. In the case of single screw vessels, the complete
machinery must be surveyed each year. Further, all vessels may be
surveyed on the running survey principle, that is, all the turbines,
cylinders, or other parts surveyed need not be opened up at the same
time so long as the required proportion of the machinery as defined
above, is seen in the course of a year and the parts requiring annual
survey are seen within twelve months of the last inspection. The
inspections should, as far as possible, be made concurrently with the
inspections made on





behalf of the owners, the various parts being inspected in sequence and
at regular intervals as far as possible. A general inspection of the main
machinery not opened up for inspection should also be made as far as
possible.

Owners should make arrangements for a surveyor to be notified
whenever any parts are opened out for overhaul and whenever any
breakdowns have occurred, and the surveyor should keep records of
the sequence in which, and dates on which parts of the machinery were
surveyed.

(b) Surveyors should be careful when examining the machinery to
have the upper brasses of all bearings taken off; the shaft turned round
and carefully examined; air and circulating-pump covers lifted for
examination of the pump buckets and valves; the covers of all feed and
bilge-pump valves removed for the examination of the valves; all
discharge-valves and sea-cocks taken apart for examination; the
propeller shaft withdrawn when necessary, and both the shaft and
propeller examined. In all cases in which the shaft is withdrawn, it is to
be seen again after the propeller is secured in its place.

In addition the following parts should be opened up, namely

Reciprocating steam engines: The cylinder covers and junk rings
or pistons lifted for inspection of the cylinders and pistons; the casing
covers removed for examination of the slide-valves, and the slide-valves
taken out.

Turbines: The turbine casings and gear boxes should be opened
up periodically for inspection and the rotors lifted so that the lower half
of casing can be examined.

Diesel Engines: The survey of diesel engines should be made on
the lines of the procedure laid down for steam reciprocating engines,
with the necessary additions, namely, examination of the cylinders and
pistons should include inspection of the covers for cracks, scale in
cooling water spaces, and gauging of liners for wear; examination of fuel,
air, and exhaust valves, including seats and springs; examination of
safety devices, that is, relief valves on air systems, non-return valves in
air and fuel lines of piping, flame retarders in air lines, etc.; examination
of water-cooling arrangements and forced lubrication systems;
examination of compressors, blast air and starting air containers, and
examination of spare gear.

131. Before a declaration is issued the machinery must be tried. In
the case of a new vessel, the trials should be made at sea, or under
conditions which approach those of the service in which the vessel will
be engaged. When the trials are made at sea the steering gear should be
tested (see paragraph 293).





132. (a) In steamships with more than one boiler the same procedure
may be followed as in the case of the machinery, that is, the boilers may
be surveyed on the running survey principle, provided each boiler is
inspected within any given period of twelve months.

(b) The brickwork and bridges in the furnaces and combustion
chambers of new cylindrical boilers need not be specially taken down
during the first four years, provided there is no evidence of leakage or
corrosion at the adjacent part or parts of the boiler and the surveyor is
otherwise satisfied. This does not apply to water tube boilers, in which,
as in all boilers after the first four years, the fire-bars, bridges, and
brickwork should be removed and the boilers opened up to permit of a
thorough examination of all parts.

(c) All cocks and valves on the boiler should be taken apart and
examined.

133. At every survey of a passenger steamship, the surveyor
should go inside the boilers, and make a thorough examination of them.
The furnace plates, lower parts of combustion-chamber plates, shell,
etc., should of course be drilled when considered necessary in order to
ascertain their actual thickness.

When stays alone prevent the surveyor getting into the water or
steam spaces of a boiler, such stays should be removed, but he must
see them properly replaced before granting his declaration.

If any part of a main boiler or furnaces is so constructed that the
surveyor cannot examine it, he should withhold the declaration and
report the case to the Principal Surveyor of Ships.

When boilers are not large enough for the surveyor to enter the
water or steam spaces, they should be examined as far as possible, and
tested by hydraulic pressure at every annual survey, at least. The
hydraulic test may also be applied at intermediate surveys, if such are
held, and if the surveyor considers the test necessary.

If the boiler is too hot for the surveyor to examine the inside
efficiently, and with safety and convenience, he should decline to
examine it, and refuse to grant a declaration until he can make an
efficient internal examination.

A surveyor who has to enter a boiler which it is possible to
connect with another boiler containing steam should, before doing so,
take all reasonable precautions to secure immunity from the danger of
steam being turned into the boiler into which he is entering.





134. The surveyors should be specially careful to see that the end
attachments of the screwed stays of all passenger steamships' boilers
are satisfactory and in good condition. They are cautioned that a
number of cases have occurred in which many screwed steel stays in
the water spaces of steel boilers have broken squarely across, in line
with the water side ot the outer plate, in the ordinary course of working.
It is sometimes difficult to detect such defects, although they may be so
serious as to render the boiler in which they occur quite unfit for the
pressure which is required, and for which it would otherwise be
sufficient. Great vigilance is therefore necessary in the examination of
such stays, and the surveyors will find the frequent application of the
hydraulic test a valuable aid to the discovery of broken ones. The
surfaces supported by these stays should be carefully gauged before,
during, and after the hydraulic test, as undue deflection will no doubt
occur in the vicinity of any stays that may be broken.

Boilers which have patches that are only bolted, or fitted in a
temporary manner, should not receive a declaration for twelve months.
Such patches should be removed and be properly and permanently
fitted at the earliest opportunity. Cup patches over the ends of stays
should not be passed, and, if it comes to the knowledge of the surveyor
that cup patches have been fitted over the ends of stays during the time
a certificate is in force, he should take steps to have them removed and
the defects made good.

135. Provided the work is carried out by experienced workmen to the
satisfaction of the surveyor, welding processes may be employed,
within limits, for repairing cracks in furnaces, combustion chambers, and
end plates of boilers, and in the same parts for re-enforcing the landing
edges of leaky riveted seams which have become reduced by repeated
chipping and caulking.

In some old furnaces which have been repaired by the above
processes, it has been found that, after a few months working, cracks
have again developed at parts adjacent to those welded, probably
owing to the original material of the furnace having become fatigued
and worn out by long and severe usage. In dealing with old furnaces,
therefore, this fact should be taken into consideration.

The re-enforcing of the circumferential seams of boiler shells may
be allowed if the end plates are well stayed, but no welding should be
done to those parts by any process, such as the oxyacetylene, oxy-
hydrogen or other similar method, which may cause local heating over
an appreciable area of the plate.

In no circumstances should any part of a boiler of a passenger
vessel be welded if wholly in tension under working conditions, such as
a stay, or the shell plate at a longitudinal seam, the





failure of which by cracking at the welded part might lead to disastrous
results.

In any case in which the prop osed -repairs to the boilers of
passenger vessels by either of the above processes are of an
uncommon or unusually extensive character, the particulars should be
submitted for the Principal Surveyor of Ships' consideration and
approval.

After repairs by welding have been completed, the parts at or
adjacent to the welds should in all cases be well hammertested; and,
unless the welding is of a trifling character, a hydraulic test of not less
than one-and-a-half times. the working pressure should be applied to
the boiler after the hammer-testing has been effected.

136. Surveyors should take care that boilers which are so placed that
the outside of the bottom cannot be seen, are lifted for inspection at
least once in every four years, or oftener if the surveyors consider it
necessary. If the owners in any special case have good reasons for not
wishing to lift them when the surveyor requires it, the surveyor should
submit the whole case in detail to the Principal Surveyor of Ships for his
consideration. The surveyor must recollect that he is not to certify as
sufficient, any boiler respecting which he cannot thoroughly satisfy
himself.

137. (a) Surveyors should see all new boilers tested by hydraulic
pressure to 11 times the working pressure allowed, plus 50 Ibs. per
square inch. The test should be made previously to the boilers being-
placed in the vessel, and before they are lagged. This latter instruction
applies also to evaporators, superheaters and steam chests, but these
should be tested to twice the working pressure, except that when a
superheater forms an integral part of a boiler it should be tested to the
same pressure and with the boiler of which it forms a part.

(b) The full hydraulic, test described above should be applied,
before a declaration is granted, to the boilers of all steamships that have
not previously had a passenger certificate, and at each annual survey to
boilers which are too small for the surveyor to enter or satisfactorily
examine internally.

(c) When the boilers are in the vessel, the surveyor may, at any
time he thinks it necessary, before he gives a declaration, require them
to be tested by hydraulic pressure, to satisfy himself as to the
sufficiency of any doubtful part, or of any part not easy of access for
inspection.

Boilers which have been lifted should in all cases be subjected to
the hydraulic test before they are re-set.





Old boilers which can be examined internally should be tested to at
least 1-21 times the working pressure, after undergoing important repairs,
and the full test pressure should be applied if the boilers cannot be
examined internally or, in the opinion of the surveyor, the extent or
nature of the repairs makes it desirable. The hydraulic test should not be
applied until the boiler has been examined in accordance with paragraph
133 and until the strength has been calculated from the necessary
measurements taken from the boiler itself.

(d) The hydraulic test should not be witnessed by the surveyor in
any case where these regulations as to strength, material, method of
construction, treatment, etc., are not complied with, unless they have
previously submitted the details of the particular case for the
consideration of the Principal Surveyor of Ships and obtained authority
to witness the test.

(e) If, while a boiler is being tested, there are any visible or audible
indications that it is, in any way, defective, the surveyor should at once
advise those conducting the test to relieve the boiler of pressure, and
should take steps to ascertain the nature and extent of the defect. The
surveyor's primary duty at a test is, however, to note the results and
satisfy himself that it is properly made, the conduct of the test being left
to the representatives of those who own the boiler. When a test is
unsatisfactory, the defects should be made good and the boiler re-
tested.

(f) The attention of the surveyors is directed to the importance of
examining closely new boilers during and after the hydraulic test,
especially those having thick shell plates, which are more subject to
defects than thinner plates on which a greater amount of work is
bestowed when rolling. A considerable number of serious defects (in the
nature of cracks) in shell plates have been reported at different times,
many having been discovered before the plates were worked into the
boilers, but some not having been revealed until the boilers were
completed and the hydraulic test was applied.

Two surveyors should be present at the hydraulic testing of all
boilers having cylindrical shells 11 inches or over in thickness, in order
that the shell plates may be kept under close observation during the
test, and special attention should be given to any part which has been
dressed on the surface (see paragraph 152): if such part be inside the
boiler, it should be carefully examined after the water has been run out of
the boiler, and in every case the results should be reported.

In cases, however, where the work in the port renders it
impracticable, without serious inconvenience, for two surveyors to be
present, the presence of a second surveyor may be dispensed with,
provided that it can be arranged for the makers to keep the full hydraulic
test pressure on the boiler sufficiently long to enable the surveyor to
make a thorough inspection of the shell





plates and other parts usually inspected while the pressure is on the
boiler. This modification applies primarily to single-ended boilers, but it
may, in exceptional cases, apply to double-ended boilers also.
Endeavour should, however, always be made to ensure the presence of
two surveyors, particularly when double-ended boilers are being tested.

(g) No test should be considered good in which the boiler has not
borne satisfactorily the intended test pressure for at least ten
consecutive minutes.

After a boiler has been subjected to the hydraulic test, the
surveyor should inspect it, as far as possible, both externally and
internally.

The amount of the test pressure and the date on which the test
was last applied should in all cases be inserted in the surveyor's
declaration, and be noted in the office records. The surveyor should
also record the dates on which boilers which have been lifted are
inspected, and whether the boilers were out of the ship when examined,
and, if out of the ship, where they were examined.

(h) When witnessing hydraulic tests of boilers, etc., the surveyors
are to use the pressure gauges supplied by the Government for the
purpose..

138. If the surveyor, after completing the survey of a new boiler
(including the internal inspection after the hydraulic test), is fully
satisfied that the regulations and requirements have been in all respects
complied with, and that the boiler is entirely satisfactory, he should see
it stamped in the following manner

H.K. Government Test.
No . ..............................

Tested to .........Ibs.
W.P . .............Ibs.

(Date)
(Surveyor's Initials)

the pressures, date and initials of the surveyor being those applicable
to the particular case.

The marks in the case of single-ended boilers should be stamped
on a conspicuous part of the front end plate, near the breast door on the
right-hand side, double-ended boilers being similarly marked at both
ends, and vertical cylindrical boilers on a conspicuous part of the shell
immediately above the fire-hole. Water-tube boilers should be stamped
on a conspicuous part of the steam drum near the water gauge. If,
however, in singleended or double-ended cylindrical boilers the casings
for forced draught, or other fittings, would prevent them being readily
seen when placed on the end plate, the marks may be stamped on the





right-hand side of the shell plate, near the end plate and in such a
position that they will not be hidden by the lagging.

139. The surveyor should fix the working pressure for boilers by a
series of calculations of the strength of the various parts, taking into
consideration the workmanship and material. The Government has
arranged to receive, for examination by their surveyors, plans and
particulars of boilers before the commencement of manufacture, by
these means hoping to prevent questions arising after the boilers are
finished and on board. This practice has been found to work well in
saving the time of the surveyors, and in preventing expense,
inconvenience, and delay to owners.

Plans of boilers may be received for examination upon payment of
the fee prescribed in the Scale of Fees for Surveys and Inspections, etc.,
and the surveyor may proceed as far as witnessing the hydraulic test,
and making the subsequent internal examination before any further
instalment of the passenger certificate survey fee is paid. Engineers and
boiler-makers should be advised of this arrangement.

When the surveyor has received plans of new boilers, or of
alterations to boilers, and has approved of them, he should, of course,
be careful, in making his examination from time to time, to see that the
construction proceeds in accordance with the approved designs. When
he has not had the plans submitted, but is called upon to survey a
boiler, he should measure the parts, note the details of construction,
and, if necessary, bore the plates to ascertain their thickness, etc.,
before he gives his declaration: and in the event of any novelty in
construction, or of any departure from the practice of staying and
strengthening noted in these regulations, he should report full
particulars to the Principal Surveyor of Ships before fixing the working
pressure.

The surveyor cannot declare a boiler to be safe unless he is fully
informed as to its construction, material, and workmanship. He should,
therefore, be very careful in giving a declaration for a boiler that he is
not called upon to survey until after it is completed, and fixed in the
ship.

140. A pressure once allowed on the boiler of a passenger steamship
should not in any circumstances be increased unless the surveyor has
previously referred the matter to the Principal Surveyor of Ships. In
cases where a surveyor is of opinion that an increased pressure may
with safety be allowed, he should communicate with the surveyor who
last surveyed the vessel; and if, on learning the reasons why the
existing pressure was formerly allowed, the surveyor is still of opinion
that it may be increased, he should communicate all the facts of the case
to the Principal Surveyor of Ships; but, as above stated, the pressure
should not in any case be increased until the question has been decided
by him.





141. (a) Surveyors are to be most careful not to give any official
sanction to any new or unusual arrangement or construction of marine
engines, boilers or fittings, nor should they give any written approval of
any invention or arrangement without first obtaining the permission of
the Principal Surveyor of Ships and, whenever they know that any
boiler, or other apparatus of novel arrangement is to be fitted to a vessel
that is intended to have a passenger certificate, they should as soon as
possible, with a view to preventing subsequent delays and questions,
obtain plans of it and submit them for consideration.

(b) When any deviation from an approved plan is made, full
particulars thereof should be submitted for the Principal Surveyor of
Ships' consideration; and, when any deviation is sanctioned, it is only
for that particular case, unless otherwise stated.

142. If any engine, boiler, apparatus, or fitting, or any part thereof
which has been made to a design submitted for consideration, proves
unsatisfactory or defective during manufacture or in use, before the first
declaration is granted full particulars of such defects, and of any
proposal which may be made to remedy them, should be obtained and
reported by the surveyor with as little delay as possible.

Manufacture and testing of material intended for boilers and
machinery of passenger steamships.

143. All steel intended for use in the construction of boilers and
forgings should be made by the open hearth process, acid or basic.
Steel used for castings may be made by any process which has been
approved by the Ministry of Shipping or the Principal Surveyor of
Ships.

144. Only tested steel is to be used in the construction of boilers.
Steel, bronze and delta metal which is used for the forgings or castings
of any important part of the machinery must also be tested.

All tests are to be made in the presence of a Government surveyor
unless the material, or forging, or casting has already been tested by a
surveyor to the Ministry of Shipping, and a certificate of test is
produced verifying the particulars thereof.

If no such tests of material are made, a surveyor is not to give a
declaration without referring the case to the Principal Surveyor of Ships.

145. When steel intended for boilers is not made by any of the
following makers the case must receive special consideration.





Messrs. W. Beardmore Co. .
BoIckow Vaughan Co., Ltd .
J. Brown Co .
The British (Guest, Keen, Bald-
wins) Iron Steel Co., Ltd .
Cammell Laird Co .
The Clydebridge Steel Co .
D. Colville Sons
The Consett Iron Co., Ltd .
The Glasgow Iron Steel Co., Ltd.
The Leeds Forge Co . ......For plates and

Palmer's Shipbuilding Iron Co.,bars or sections.
Ltd .
The Patent Shaft Axletree Co.,
Ltd .
The South Durham Steel Iron
Co., Ltd .
John Spencer Sons, Ltd .
The Steel Co. of Scotland
The Weardale Steel, Coal, Coke
Co., Ltd .
Stewarts Lloyds, Ltd .
The Parkgate Iron Steel Co .

J. Dunlop Co .
Appleby Frodingham Steel Co.,For plates.

Ltd., Scunthorpe, Lincs 1

The Lanarkshire Steel Co., Ltd. ...
Waverley Iron Steel Co . ............
H. Bessemer Co., Ltd . ..............

Industrial Steels, Ltd . i

Alfred Hickman, Ltd .
Dorman, Long Co., Ltd .
The Wigan Coal Iron Co., Ltd.
Scottish Iron Steel Co. (North-For bars or
burn Works) ..................sections.
Cargo Fleet Iron Steel Co .
Earl of Dudley's Round Oak Works, Ltd.
Messrs. Appleby Frodingharn Steel Co.,
Ltd., Scunthorpe, Lincs .
United Steel Companies, Ltd., (Steel, Peach
Tozer Branch)
United Steel Companies, Ltd., (The United
Strip and Bar Mills Branch)





146. Sufficient notice should be given to the Principal Surveyor of
Ships in order that arrangements may be made for a surveyor to witness
the test.

147. (a) All the test-pieces required should be selected by the
surveyor, and, except where otherwise specified in these regulations,
the tests should be made in his presence.

(b) Test-pieces should not be cut off forgings or castings until
they have been stamped by the surveyor after the annealing has been
completed.

If any material, including plates, is annealed, or otherwise heat-
treated, after test-pieces have been selected, the test-pieces should be
similarly and simultaneously treated with the material before they are
tested. The specimens should not be further heated, excepting those for
temper bending tests, which should be heated to a blood red, judged
indoors in the shade, and quenched in water at a temperature not
exceeding 80' Fahr.

(e) When a number of articles are cut from one plate, bar or forging,
the number of tests required should be the same as that required from
the original, piece, provided the articles have not been further heated or
forged, and can be identified as having formed part of the original piece.

(d) When a number of small forgings are made from the same ingot,
or a number of small castings from the same charge of steel, the full
number of tests specified hereafter need not be made; tensile and
bending tests at the rate of one of each for every four articles will, as a
rule, in such cases be sufficient.

(e) For small sectional material the bend tests may be made from
the flattened bar.

(f) Bend tests may be made either by pressure or by blows.

(g) Except where specially mentioned in these instructions, any
straightening of test-pieces which may be required shall be done cold.

148. The forms and dimensions of test-pieces should be as follows





(a) TENSILE TESTS
PLATES, TEE AND ANGLE BARS

TEST-PIECE A.

1 =2


N N N
X W X X
X X :p

X X r. X


2

2

0 8' GAUGE LENGTH

PARALLEL FOR A LENGTH
OF NOT LESS THAN 9 INCHES

TOTAL LENGTH ABOUT 18'

BARS, RODS AND STAYS
TEST-PIECE B.



GAUGE LENGTH NOT LESS TEXAN 8 TIMES THE DIA.

WITH ENLARGED ENDS:- PARALLEL FOR A
LENGTH OF NOT LESS THAN 9 TIMES THE REDUCED DIA.





ALTERNATIVE TEST-PIECE F.

FOR TEST-PIECES OVER 1 INCH IN DIAMETER

AUGE LENGTH NOT LESS
THAN 4 TIMES THE DIAMETER

WITH ENLARGED ENDS:- PARALLEL
FOR A LENGTH OF NOT LESS THAN
41 TIMES THE REDUCED DIA.

FORGINGS AND CASTINGS
TEST-PIECES C, R AND E.

TEST-PIECE C. DIA.= 564 IN.

AREA SQ. IN.

2' GAUGE LENGTH

PARALLEL FOR A LENGTH

OF NOT LESS THAN 2 1/4'

DIA.= 798 IN.
TEST-PIECE D.
AREA=1/2 SQ. IX.

3' GAUGE LENGTH----*;

PARALLEL FOR A LENGTH

OF NOT LESS THAN 3 3/8'

DiA.= 977 IN.
TEST-PIECE. E. AREA=3/4 SQ. IN.

31' GAUGE LENGTH

PARALLEL FOR A LENGTH
OF NOT LESS THAN 4'

The gauge length and the parallel portion of the test-pieces should
be as shown. The form of the ends should be as required in order to suit
the various methods employed for gripping the test-piece.

Any reduction of the specimens to the form required should be
effected by machine, and, whenever practicable, the rolled surfaces
should be retained on two opposite sides of the. test-pieces taken from
plates, angle bars and tee bars.





(b) Bending Tests.

I. The specimens sheared from plates, angle bars and tee bars, for
bending tests, should not be less than 11 inches wide; but, for small
bars, the whole section may be used.

The rough edge caused by shearing samples 1 inch in thickness,
and above, may be removed by filing or grinding; and samples 1 inch or
more in thickness may have the edges -machined.

11. The bending specimens of round bars should, whenever
practicable, be of the full diameter of the bars, as rolled, but those of
large section may be turned down to a diameter of 2 inches, if desired.

111. The bending tests of forgings and castings should be made
with rectangular test-pieces, 1 inch wide by 3/4 inch thick, which should
be machined to size and have the corners rounded to a radius of 1/16
inch; they should be bent over their thinner section.

IV. The test-pieces used for temper bend tests shall be similar to
those used for cold bend tests.

The test-pieces shall be heated to a blood-red colour, judged
indoors in the shade, and quenched in water at a temperature not
exceeding 80' Fahr.

149. Should either a tensile or a bend test fail to fulfil the test
requirements, and should the surveyor consider that the testpiece does
not fairly represent the quality of the material, two duplicate specimens
may be tested; and, if the results obtained from both are satisfactory,
the quality of the article may be judged thereby, and not by the original
test which failed. If, however, either of the duplicate tests fails, the
article or articles represented should be rejected.

Should any tensile test-piece break at a point outside the middle
half of its gauge length, the test may, with the surveyor's approval, be
discarded, and another test may be made from the same plate, bar,
forging or casting.

150. Every article should be stamped with a number or identification
mark such that the charge of steel from which it was made can be readily
identified. In addition to this, plates and bars should be stamped with
the makers' name or trade mark, and plates with the results of any tests
which are made from them.

151. After witnessing the steel tests, the surveyor should enter the
results in the office records.





While it is imperative that all necessary tests of material should be
made, it is desirable that any unnecessary tests should be avoided.

152. The finished material should be sound and free from cracks,
surface flaws and laminations, and no hammer-dressing, patching,
burning or electric welding is permissible.

It is most necessary that the surveyor should carefully scru- ize
the inner and outer surfaces of all cylindrical shell plates,
with a view to detecting cracks, while the plates are being worked
in the boilers. If he has any doubt about a part a light chipping
should be taken off the surface, in order to see if the chipping
divides at a crack.

Boiler-makers should be requested to examine carefully all shell
plates in the various stages of working, as they have the best
opportunity of discovering defects, and occasionally cracks develop
when working the plates in the boiler shop; but such inspection does
not in any way relieve the surveyor from his duty personally to inspect
the plates.

In the event of any material proving unsatisfactory in the course of
working or machining, it should be rejected notwithstanding any
previous certification of satisfactory testing.

Surveyors should report all cases of failure of steel plates, etc.,
which may come to their knowledge.

Plates.

153. (a) A tensile and a cold bending test should be taken from each
plate, as rolled; but, when the weight of the plate exceeds two and a half
tons, a tensile and a bending test should be taken from each end. In
addition to the tests mentioned one temper bend test shall be made from
every shell plate which has a tensile strength above 35 tons per square
inch.

The plates for man-hole doors, and for compensating rings around
the openings for doors, should be tested in the usual manner.

(b) Test specimens may be cut from the rolled material either
lengthwise or crosswise, but cross check tests of boiler shell plates and
butt straps should be made occasionally, the specimens being stamped
by the surveyor before they are cut from the plates.

(c) Wherever practicable the rolled surfaces shall be retained on
two opposite sides of the test piece.





154. (a) The tensile breaking strength of steel plates for shells and
girders, determined from standard test pieces, shall be ordinarily
between the limits of 28 tons and 35 tons per square inch, but a range of
not more than 4 tons per square inch shall be permitted in any one case.

(b) For plates intended for flanging or welding, and for combustion
chambers and furnaces, the tensile breaking strength shall be between
the limits of 26 tons and 30 tons per square inch.

(c) The elongation, measured on a standard test piece having a
gauge length of 8 inches, shall be not less than 20 per cent for material
of 1 inch in thickness and upwards required to have a tensile breaking
strength between the limits of 28 tons and 35 tons per square inch; and
not less than 23 per cent for material of 1 inch in thickness and upwards
required to have a tensile breaking strength between the limits of 26
tons and 30 tons per square inch.

For material under inch in thickness the elongation may be 3 per
cent, but not more than 3 per cent, below the abovenamed elongations.

155. (a) For both cold and temper bends the test piece shall
withstand, without fracture, being doubled over until the internal radius
is equal to 1-1 times the thickness of the test piece, and the

2

sides are parallel

(b) The temper bend test pieces shall be similar to those used for
cold bend tests. The test pieces shall be heated to a blood-red colour,
judged indoors in the shade, and quenched in water at a temperature
not exceeding 80' Fahr.

156. (a) Tests from one in four plates of each thickness of plating
manufactured by makers given in paragraph 145 will be sufficient
excepting when

(i) the weight of the plate is over 2-1 tons,

2

(ii) there is a special limit of strength,

(iii) in the case of shell plates, a minimum strength exceeding

28 tons is required, in which
cases each plate is to be tested.

(b) It is very desirable that all plates (especially those of great
thickness) intended for the shells of boilers should be annealed, but it is
important that the process should be carefully effected, the plates being
heated singly to a suitable temperature, in a properly constructed
furnace, and allowed to cool separately and uniformly out of the furnace.

(c) Plates should be sound and free from defects. Paragraph 152
should be applied with care, particularly in the case of shell plates.





Angle, Rivet, and Stay Bars.

157. (a) One tensile test should be made from each 15-or part of 15-
bars rolled of each section or diameter from the same charge, but not
less than two tensile tests should be made, unless the total number of
bars rolled from the same charge is 8, or less than 8, and the bars are of
the same section or diameter, when one test will suffice. For round bars
1 3/4 inches in diameter, and under, the numbers 50 and 20 should be
substituted for 15 and 8 respectively for determining the number of
tests required.

A cold bend should be made Prom stay bars ;In the same
proportion as that in which tensile tests are required; and a cold bend
should be made from each angle or tee bar rolled. No bending tests
need be made from rivet bars.

(b) Whenever practicable the rolled surfaces shall be retained on
the test pieces.

(Note - See paragraph 160 for tests of' special iron intended for
combustion chamber slays.)

158. (a) Longitudinal stays shall have a tensile strength between
the limits of 28 tons and 35 tons per square inch, with an elongation of
not less than 20 or 24 per cent measured on standard test piece B or F
respectively, but a range of not more than 4 tons per square inch shall
be permitted in any one case.

(b) Combustion chamber stays shall have a tensile strength between
the limits of 26 tons and 30 tons per square inch, with an elongation of
not less than 23 or 28 per cent measured on standard test piece B or F
respectively.

(e) Angle and tee bars shall have a tensile strength between the
limits of 28 and 32 tons per square inch, with an elongation of not less
than 20 per cent measured on the standard test piece A.

For material under 3 inch in thickness the elongation may

W

be 3 per cent less.

(d) Rivet bars shall have a tensile strength between the limits of 26
tons and 30 tons per square inch of section, with an elongation of not
less than 25 or 30 per cent measured on standard test piece B or F
respectively. The bars may be tested the full size as rolled.

159. The test pieces shall withstand without fracture, being doubled
over until the internal radius is equal to 1.1 times the

2

thickness or diameter of the test piece, and the sides are parallel.

160. In order that iron screw stays may be approved of the same size
as would be required for mild steel the iron must withstand the following
tests





(a) The bars as rolled are to be placed in batches of 20, and one
tensile and two bend test pieces are to be selected by the surveyor from
each batch.

The bend test pieces may be either of the bar as rolled or turned
down to one inch diameter. One of the two bend test pieces selected is
to be lightly and evenly nicked on one side with a sharp cutting tool.

(b) The tensile breaking strength shall not be less than 211 tons per
square inch with an elongation of not less than 25 or 30 per cent
measured on a standard test piece B or F respectively.

If the tensile test is unsatisfactory, two other bars are to be selected
for test from the batch, and should either of these fail the batch is to be
rejected.

(e) The bend test piece shall stand bending cold until the sides are
parallel and the space between the two sides is not greater than the
diameter of the test piece. The nicked test piece is to be bent back at the
nick through an angle of 180' by pressure or by a succession of light
blows. The fracture must be clean, fibrous, free from slag or dirt or any
coarse crystalline structure. If either of the bends is unsatisfactory, two
other bars are to be selected for a test similar to that which failed, and
should either of these prove unsatisfactory the batch is to be rejected.

161. (a) A few rivets of each size should be selected by the surveyor
from the bulk, and should be subjected to the following tests

1. The rivet shanks to be bent cold and hammered until the two
parts of the shank touch, without fracture on the outside of the bend.

2. The rivet heads to be flattened, while hot, until their diameter is
two and a half times the diameter of the shank, without cracking at the
edges.

A few check tensile tests of shell rivets should also be made when
the surveyor considers it necessary. The elongation should, when
practicable, be taken in a length of two and a half times the diameter of
the prepared part; the tensile strength should be from 27 to 32 tons per
square inch and the contraction of area about 60 per cent.

(b) Tensile tests of the rivets for the longitudinal seams should be
made in all cases of boilers under survey for a Special Certificate.





Boiler Tubes.

162. (a) All tubes subject to internal pressure shall be solid drawn
and made of steel produced by an open-hearth process, acid or basic,
the ultimate tensile strength of which does not exceed 28 tons per
square inch, and the elongation of which shall be not less than 30 per
cent (B.E.S.A. Test-Piece F) when in the billet or bar form, and shall be-
certified as' such by the makers of the steel and of the tubes.

All tubes under 11 inches external diameter shall be cold finished;
these and all other cold-drawn tubes shall be satisfactorily annealed
before examination.

(b) All tubes shall be free from defects, both within and without,
and shall be tested as follows

.I. All tubes up to 10 L.S.G. in thickness shall be capable of being
flattened by hammering when cold until the inner surfaces are not
further apart than 2/32 inch. For those over 10 L.S.G., and not exceeding
6 L.S.G. in thickness, the maximum distance apart shall be 7/32 inch; for
those over 6 L.S.G. and not exceeding 3 L.S.G., the maximum distance
apart shall be 12/32 inch; and for those whose thickness exceeds 3
L.S.G. the maximum shall be 18/32 inch. In all cases after undergoing
such tests there must be no signs of any cracking or other fracture..

II. All tubes when cold shall be able to wi thstand without cracking
an enlargement of diameter at both ends by means of roller expanders or
by drifts to the extent of:
Enlargements of Diameters at
ends by means of

Thickness of
Tubes.

Application for survey. Notice of survey. Fees to be paid before survey is commenced. Presence of owner & c. at survey. Written statement of repairs. Alterations made subsequent to survey. Accidents and damage. Survey for issue of a certifying letter. (Cap. 281.) Survey during construction. Strength of ships. Ships to be surveyed before being painted or cemented. Dry docking. Degree of subdivision. Definition of subdivision terms. Floodable length. Method of calculating floodable length. Permeability. Permissible length of compartments.* Criterion of service. Rules for subdivision. Special rules concerning subdivision. Peak and machinery space bulkheads, shaft tunnels, etc. Double bottoms. Assigning, marking and recording of subdivision load-lines. Strength and construction. Watertight transverse bulkheads. Watertight longitudinal bulkheads. Watertight decks, steps and flats. Watertight recesses. Watertight ventilators and trunks. Watertight tunnels. Watertight inner skins. Oil fuel tanks. Hose tests. Pressure tests of fore peak, double bottoms, inner skins, etc. Limitation of number of openings. Openings not permitted in certain bulkheads. Pipes, etc., through bulkheads. Means for closing openings. Types of doors. Classes of watertight doors. Hand gear for watertight doors. Doors which close by their own weight. Doors which close by power. Indicators. Sound signals and warnings. Construction. Tests of watertight doors. Classes of doors required. Limitation of number of openings and mean for closing. Side scuttles. Scuppers, sanitary and other similar discharges. Discharge pipes, valves, etc. Ash-shoots, rubbish-shoots, etc. Gangway, cargo and coaling ports. Main and auxiliary inlets and discharges. G.N.A. 169/50. Openings in ship's sides. Weatherdeck openings, etc. Exits from watertight compartments. Fire-resisting bulkheads and doors Stability. General. Permeability. Criterion of service. Rules for subdivision. Special rules concerning subdivision. Subdivision load lines. Classes of doors required. Side scuttles. Exits from watertight compartments. Fire-resisting bulkheads and doors. General Construction of watertight bulkheads, etc. Classes of doors required. Fire-resisting bulkheads and doors. General. Permeability. Construction of watertight bulkheads, etc. Openings in watertight bulkheads. Openings in ship's sides above the margin line. Fire-resisting bulkheads and doors. Submission of construction plans and particulars. Verification of subdivision particulars. Compasses. Adjustment of compasses. Master's and mate's compass certificate. Delay in obtaining compass certificate. Leads and lead-lines. Anchors, chain cables, hawsers and warps. Distress signals. means of making signals of distress. Description of requisite signals. Approval of lifebuoy lights. Marking. Stowage of signals. Duties of surveyors. Examination of outside of hull, etc. in dry dock. Survey of inside of hull. Load line markings. Watertight bulkheads, decks, tunnels, etc. Openings in watertight bulkheads, etc. Openings in shell plating below margin line. General. Stability. Proof of quality. General. General. Stamping of castings and forgings. Recording of tests. Process of manufacture. Annealing. Test pieces. Principal castings and forgings. Side scuttles. Other castings attached to the shell plating. General. Side scuttles. Other castings attached to the shell plating. Ordinary cast iron not allowed for important parts or fittings. Construction. Certain openings to be kept closed. Marking of subdivision loadlines. Stability. Construction. Authority and application of instructions. (Cap. 281.) General requirements. Arrangements of bilge pipes. Diameter of bilge suction pipes. Bilge valves, cocks, & c. bilge mud-boxes and strumboxes. Sounding pipes. Bilge pumps. Motor ships. Passenger ships employed in the carriage of unberthed passengers in special trades. Modified requirements applying to coasting and river trade ships. Machinery to be surveyed. (Cap. 281.) Surveys of engines. Trials of machinery. surveys of boilers. Inside of boilers to be examined every survey. Precaution regarding stays: bolted and cup patches. Repairs to boilers by welding. Lifting of boilers for inspection. Hydraulic test. Stamping boilers. Fixing of working pressure and examination of plans. Increase of boiler pressure. New arrangements. Defects to be reported. Process of manufacture. Only tested steel to be used; testing of metals used for forgings or castings; mode of testing; prohibition against giving of declaration. Notice when tests are required. Selection and treatment of test-pieces. Duplicate tests. Stamping of material. Test results. Freedom from defects, etc. Number and nature of tests. Bend tests. Inspection of plates, general. Number and nature of tests. Tensile tests. Bend tests. Iron combustion chamber stay bars. Rivets. Solid-drawn boiler tubes subject to internal pressure. Iron and steel subject to external pressure. Number and nature of tests. Tensile strength and elongation. Bend tests. General instructions. Number and nature of tests. Tensile strength and elongation. Bend tests. Annealing. Solid-drawn steel steam and feed pipes. Lap welded steel steam pipes. Lap welded iron steam pipes. Annealing iron and steel pipes. Hydraulic tests of iron and steel pipes. Solid drawn air bottles. General. Means for examination and cleaning. Maximum pitch of rivets in longitudinal joints. Distances between rows of rivets and between rivets and plate edges. Thickness of butt straps. Methods of calculating the strength of riveted joints. Circumferential seams. Manholes and large holes in shell. Spacing of screw stays through the cylindrical shell. Working pressure of boiler shells. Hemispherical ends. Dished ends (convex outside). Flat plates. Back and front tube plates. Manholes and mudholes in flat plates. Plain furnaces. Furnaces corrugated, or ribbed and grooved. Spherical furnaces. Maximum thickness. Ogee ring. Uptakes of haystack boilers, etc. Compression on tube plates. Stays not to be welded. Steel longitudinal stays. Screw stays to combustion chambers. Stay tubes. Girders supporting combustion chamber tops. Plain smoke tubes. Doors. Water-tube boilers, general. Cylindrical drums, water-tube boilers. Headers and analogous fittings of water-tube boilers. Tubes of water-tube boilers. Detailed plans of superheaters to be submitted. Cylindrical superheaters. Tubulous superheaters attached to cylindrical boilers. Superheaters of water-tube boilers. Safety-valve and drains for superheaters. Cast evaporators, shells, &c., subject to internal pressure. Stress allowed on studs, &c. Evaporators, generators, feed make-ups, &c. Feed heaters, filters, &c. Steam pipes. Copper pipes. Wrought iron and steel pipes. Provision for expansion of steam pipes. Draining steam pipes. Examination and testing of steam pipes. G.N.A. 169/50. General. Examination of safety-valves. Surveyor to see valves weighted. Provision as regards safety-valves. Owners, masters, and engineers to see that safety-valves are kept in proper order. Area of safety-valves. Examination of arrangements generally. Spring-loaded safety-valves. Spring-loaded safety-valves to be tested under steam. Plans of new designs or of alterations in details of safety-valves to be submitted. List of designs approved. Valves, cocks, etc., design and material. G.N.A. 169/50. Salinometer cock or valves. Stop-valves. Water gauges required. Water-gauge details. Test cocks. Blow-off valve. Boiler feed arrangements. Materials for shafting. Turbine-driven shafting. Shafting of reciprocating engines. Thrust shafts. Tube and tail shafts. Coupling flanges and bolts. Distilling apparatus. List of approved distilling apparatus. Refrigerating machines. Precautions to be observed by surveyors. Flash-point. Flast-point testing apparatus. Storage of oil fuel; tanks, &c. Settling tanks. Tests of storage and settling tanks. Air pipes. Sounding arrangements. Oil fuel pumps. heaters, etc. Save-alls. Oil pipes. G.N.A. 169/50. Valves, constructions. Valves and fittings to pipes. Funnel dampers and uptakes. Machinery spaces; ventilation, etc. Lighting. Fire appliances. Instructions to engineers. Recommendations. Oil fired cooking ranges. Shafts. Cylinder liners and covers. Starting air receivers. blast air bottles. Air pipes subject to internal pressures. G.N.A. 169/50. G.N.A. 169/50. Cooling water service. Lubricating pumps. Air compressors, etc. Safety fitting, etc. Reversing gear. Boiler. oil storage. Ventilation, etc. Spare gear stores. Ships propelled by electricity. Ship to be tested. Electrical equipment. Steering gear. Steering trials and indicators. (22 & 23 Geo. 5 c. 9.) Power for going astern. Electrically driven auxiliary machinery. Inspection of testing machines. Citation.

Roller Expanders. Drifts.

Up to 10 L.S.G . .12.5 per cent. 9.5 per cent.
Above 10 L.S.G. and up to 6
L.S.G. . .........9.5 7.0

Above 6 L.S.G.. 6.5 5.5





III. Tubes should be presented for test in batches of 100 each. Two
tubes shall be selected indiscriminately from each of at least two
batches and one from each of any remaining batches. Each tube so
selected shall be subjected to the above expanding tests and one tube.
from each batch, which may be a tube that has sustained the expansion
test, shall also be flattened cold to the extent specified above in clause
I at three different parts of its length of which one position shall be at or
near the middle of the tube, and the flattened portions shall be in three
different planes. The tubes shall pass these tests without signs of
cracking.

Should one of the selected tubes fail to withstand either of these tests,
two further tubes shall be selected from the batch and be subjected to
both the prescribed tests. If further failure occurs the particular batch of
tubes shall be rejected as unsatisfactory.

IV. Every tube should be tested at the Tube Maker's Works by
hydraulic pressure to three times the boiler pressure, but not less than
1,000 Ibs. per square inch, except down-comer tubes, which should be
tested in accordance with the requirements for steam pipes.

(e) The manufacturer's certificate of the results of the foregoing
tests will be accepted, provided each tube is delivered with one inch in
excess of the finished length, which excess shall be partly severed for
flattening to the extent prescribed above in clause (b) 1.

(d) Every tube delivered is to be straight (unless otherwise
specified) and is to be practically concentric throughout its length. The
tolerance or deviation from the specified thickness is to be within the
following limits

(1) Cold Finished Tubes: The tolerance in thickness shall be 5 per
cent below and 10 per cent above the specified thickness.

(2) Hot Finished Tubes: The thickness of the tubes shall be within
the following tolerances, measured at any point

From 11 inches up to and including 71 per cent.

2 1/2 inches.................+171

Over 2 1/2 inches up to and including 5 per cent.

41 inches.. .. _+15 ' 5

.. 7-1 per cent.
Over 41 inches.. ..... 2
.. 17 1/2

The tolerances in external diameter from those specified are to be as
follows

(3) Cold Finished Tubes: The external diameter of the tubes,
measured at any point, shall be not greater than that specified, but may
be less by a maximum of 1 per cent.





(4) Hot Finished Tubes: The external diameter of the tubes,
measured at any point, shall be within the following tolerances of the
diameter ordered-

For tubes from 11 inches but below 1/64 inch.
21 inches..... .............-1/32 ,

Per tubes 21 inches diameter and over.. i per cent.

163. A few bending tests may be made from the scrap ends of the
stay tubes or the strips from which they are made but special tests need
not be made from the tubes fitted into boilers if the general nature of the
material is found satisfactory and the surveyor is satisfied.

Forgings.

164. (a) At least one tensile and one bend test should be taken from
each forging; but, if the weight exceeds three tons, a tensile and a
bending test should be taken from each end. Small forgings made from
one ingot may be dealt with under the provisions of paragraph 147(d).

(b) The test-pieces should be taken from a part of the forging of
sectional dimensions not less than those of the body of the forging. In
the special case where the couplings of a shaft are formed by
'upsetting', the test-pieces may be cut from the outer edges of the
couplings.

(e) The test-pieces should be selected after annealing has been
completed, and they should be machined to size without further forging
down.

165. The tensile strength of steel forgings should not, except with
permission in special cases, exceed 40 tons per square inch; and the
elongation, measured on the appropriate standard testpiece C, D or E,
should not be less than 17 per cent for 40-ton steel; and in no case may
the sum of the tensile strength and the corresponding elongation be
less than 57.

Ingot steel for shafting shall be generally of 28 to 32 tons per
square inch standard quality, and when steel of other quality is used
the case should be submitted for consideration.

166. The bending test-piece should withstand being bent without
fracture through an angle of 180% the internal radius of the bend being
not greater than that specified below





Maximum specified tensile strength of Internal radius of
forging. test-piece after
bending.

Up to 32 tons per square inch.. 1/4 inch.

Above 32 tons and up to 36 tons per square inch ............

Above 36 tons and up to 40 tons per square inch ............

167. The forgings should be made from sound ingots, and not more
than the lower two-thirds of the ingot may be utilised for forging. The
sectional area of the body of the forging may not exceed one-fifth of the
sectional area of the original ingot; and no part of the forging should
have more than two-thirds of the sectional area of the ingot. All ingot
steel forgings should, after completion, be thoroughly annealed at a
uniform temperature; and, if any subsequent heating is done, the forging
should, if required by the surveyor, be again annealed.

BRONZE PROPELLER SHAFTS AND CASTINGS.-Tensile and
bend tests should be made from the material of bronze propeller shafts;
the tensile strength and percentage elongation should approximate
closely to those applicable to steel forgings and the bend tests should
be made to 120 degrees.

Tensile and bend tests should also be made from important bronze
castings. The tensile strength, percentage elongation and angle of bend
may be below those required for bronze propeller shafts, and will
depend upon the purpose for which the castings are intended.

Steel Castings.

168. No tests need be made from unimportant steel castings or from
steel castings which are used for articles usually made of cast-iron, if the
scantlings are not materially reduced below what would be required if
cast-iron where used. All other steel castings should be tested as
follows

At least one tensile and one bending test should be made from the
castings from each charge; and, where a casting is made from more than
one charge, at least four tensile and four bending tests should be made
from pieces cast as far apart as possible on the casting and as near the
top and the bottom respectively as practicable.





Where more than one casting is made from one charge, at least one
tensile and one bending test should be made from the castings run from
one common pouring head; but separate tests should be made from
each casting or set of castings run from each separate pouring head.
Small castings may, however, be dealt with in accordance with the
provisions of paragraph 147(d).

The test-pieces should be selected after all annealing has been
completed.

169. The tensile strength may range from 26 to 40 tons per square
inch, with an elongation, measured on the standard testpiece C, D or E,
of not less than 15 per cent. If however, the castings are to be used for
the more important pieces of machinery, such as pistons, etc., or for
articles usually made of wrought material, the elongation should not be
less than 20 per cent where the corresponding tensile strength is
between 26 and 35 tons per square inch.

The material of cast steel webs for crank shafts should be such that
the tensile strength does not exceed 32 tons per square inch, and the
sum of the tensile strength in tons per square inch and the percentage
of elongation measured on the standard test piece C,.D or E shall not be
less than 50.

170. The bending test-pieces should withstand being bent, without
fracture, through an angle of 60' if the tensile strength is between 35 and
40 tons. per square inch, and, in the case of other castings, through an
angle of 90' but, if they are required to be of the superior quality
previously referred to, the angle should not be less than 120'.

The internal radius of the bend in each case should not be greater
than one inch.

171. All steel castings should be thoroughly annealed at a uniform
temperature, and should be allowed to cool down prior to removal from
the annealing furnace; and, if subsequently heated, should again be
similarly annealed, if required by the surveyor.

172. Tensile and bending tests should be made in the surveyor's
presence from specimens selected by him in the following proportion,
from the tubes made from each charge

Tubes up to and including 4 inches in diameter: 1 in 40 or part
thereof.

Tubes above 4 inches up to and including 5 inches in diameter: 1 in
10 or part thereof.





Tubes above 5 inches up to and including 7 inches in diameter:
1 in 6 or part thereof.

Tubes above 7 inches in diameter: 1 in 4 or part thereof.

The tensile strength should not exceed 28 tons per square
inch, and the elongation should not be less than 20 per cent in a
length of 8 inches, or 18 per cent if the thickness of the tubes is
less than 1 of an inch.

173. Tensile and bending tests should be made from the plates
from which the tubes are made. The ultimate strength of the
material should not exceed 28 tons per square inch, with an
elongation of 25 per cent on a length of 8 inches for material
1 inch in thickness and upwards. The elongation of material
under 1 inch in thickness may be 3 per cent less than 25 per cent
for each one-eighth of an inch below 1 inch in the thickness.

The seams shall be welded by hammering or rolling the joint.
To ensure that the process of welding is satisfactory the scrap
ends, or two rings cut from the scrap ends of each tube welded,
shall be closed in to one-half the internal diameter of the pipe
without fracture of the weld when on the major and minor axis
of the closed-in rings respectively. When considered necessary
check tensile tests should be made and the tensile strength across
the weld should not be less than 20 tons per square inch.

174. No special tests of material are required but the surveyor
should be satisfied that iron of suitable quality is used.

The seams shall be welded by hammering the joint. To
ensure that the process of welding is satisfactory the scrap ends,
or two rings, cut from the scrap ends of each tube welded should
be closed in to one-half the internal diameter of the pipe without
fracture of the weld when on the major and minor axis of the
closed-in rings respectively.

175. On completion of any work which involves heating,
whether for welding on flanges, hot bending the pipe, or for any
other purpose, the pipe shall be carefully annealed.

176. The hydraulic tests of all steam pipes to three times the
working pressure and feed pipes to four times the boiler pressure
should be witnessed by the surveyor on completion of the pipes,
that is after they have been bent to shape and the flanges have
been secured in position. The pipes should be well hammered
at the welds while under the hydraulic test.

177. The material is to be tested in the transverse direction
and one tensile and one cold bend test is to be made from each
tube.





The transverse tensile strength of the material should not exceed
36 tons per square inch and be such that. the factor of safety of the
completed air ..bottle is not less than four. The elongation measured on
a length of 8 inches, or 5 inches should not be less than 18 per cent or 21
per cent respectively.

The bend test piece should withstand, without fracture, being bent
180' over an internal radius of 11 times the thickness of the test piece.

The tensile test piece may be straightened hot and subsequently
annealed with the tube and the bend test piece, and it may be machined
to a uniform thickness. Surface defects may be removed from each side
of the bend test piece.

The completed bottles shall be tested by hydraulic pressure to
twice the maximum working pressure.

Boilers.

178. (a) All steel used in the construction of boilers must be tested
and conform to the Ministry of Shipping's requirements, or to the
B.E.S.A. whichever may be applicable.

(b) Steel plates subject to a direct tensional stress are not to be
welded except where the weld is covered by a butt strap or straps, but
on small steam domes where the welding is done by hammer and the
plates do not exceed 1 inch in thickness, the straps may be omitted by
special permission. The strength of the weld shall be assumed to be 50
per cent of that of the solid plate. All plates which are welded, dished,
flanged or locally heated are to be afterwards efficiently annealed.

(c) Butt straps must be cut from plates and not from rolled strip.

(d) All rivet holes must be drilled 'fair', and as far as possible they
should be drilled in place. After drilling the plates the plates separated
and the burrs should be removed, the faying surfaces of the plates
cleaned, and the sharp outer edges of holes removed also.

(e) The end plates in the steam spaces in the way of uptakes are to
be shielded from contact with the hot gases.

179. All boilers, main or auxiliary, should have, when possible, means
for ingress whereby examination and cleaning of the inner surfaces of
plates and tubes exposed to flame may be thoroughly effected. When
boilers are too small to permit of this, there must be mudholes and
sightholes sufficiently large and numerous to permit of the inside being
satisfactorily cleaned and inspected as far as possible.





Vertical boilers having cross tubes must have a sighthole in the
shell opposite one end of each tube sufficiently large to examine and
clean it. The doors of these sightholes must be in positions accessible
for that purpose.

180. The maximum pitch of the rivets in the longitudinal joints of
boiler shells is to be

Maximum pitch in inches C x 11 inches, where is the thickness
of the plate in inches and C is a coefficient as given in the following
table

Number of Rivets Coefficients for Coefficients for Double
per pitch. Lap Joints.Butt-strapped
Joints.
1 1.31 1.75
2 2.62 3.50
3 3.47 4.63
4 4.14 5.52
5 6.00

181. (a) The clear space between a rivet hole and the edge of a plate
should not be less than the diameter of the rivet hole, that is, the centre
of the rivet hole should be at least 11 diameters distant from the edge of
the plate.

(b) In zig-zag riveted joints, whether lapped or fitted with butt
straps, in which there is an equal number of rivets in each row, the
distance between the rows should be not less than 0.33 p 0.67 d.

(c) In chain riveted joints, whether lapped or fitted with butt
straps, in which there is an equal number of rivets in each row, the
distance between the rows should be not less than 2 d.

(d) In zig-zag riveted joints in which the number of rivets in a row is
one-half of the number in an adjacent row, the distance between the
rows should be not less than 0.2 p 1.15 d. The distance between rows
in which there are full number of rivets should be not less than 0.165 p
0.67 d.

(e) In chain riveted joints in which the number of rivets in a row is
one-half of the number in an adjacent row, the distance between the
rows should be not less than 0.33 p 0.67 d or 2 d, whichever is the
greater. The distance between rows in which there are the full number of
rivets should be not less than 2 d.




In the above p pitch of the rivets in the outer rows, d
diameter of the rivet holes.

182. The outer butt strap of a longitudinal seam should be of
sufficient thickness to permit of efficient caulking, and it should have an
effective strength not less than 5/8ths that required for the shell plate.

Where the number of rivets at the edges of the shell plate is double
the number at the edges of the butt straps, then:

B (p d)

(p 2d)
where thickness of shell plate in inches,

TB thickness of outer butt strap in inches,

p pitch of rivets in outer rows at edges of butt strap in
inches,

d diameter of rivet hole in inches.

The inner butt strap should be 1 inch thicker than the thickness
required for the outer butt strap.

193. The percentage of strength of a riveted joint is found from the
following formulae (I), (U), (III) (1) and (II) are applicable to any type of
joint; (111) is applicable only to joints in which the number of rivets in
inner rows is double that in the outer row. The lowest value given by
the application of these formulae is to be taken as the percentage of
strength of the joint.

(1) Percentage of strength of plate at joint 100 (p d)

as compared with solid plate p
(u) Percent age of strength of 1OO (S, x a x n x C)
,h
rivets as compared wit S, x p x
the solid plate

(III) Percentage of combined strength of the plate at -the inner row
of rivet holes and of the rivets in the outer row'

100 (p'- 2d) 100 (S, x a x Q

p S, x p x

1

where p pitch of rivets at outer rows in inches, d diameter of rivet
holes in inches, a sectional area of one rivet in square
inches, n number of rivets which are fitted in the pitch p,
thickness of plate in inches,





C 1.0 for rivets in single shear as in lap joints,
C 1.875 for rivets in double shear as in double butt-
strapped joints,
S, minimum tensile strength of plates in tons per
square inch,
S, shearing strength of rivets, which is taken general-
1y to be 23 tons per square inch, and may be 85
per cent of the minimum tensile strength of the
rivet bars.

184. (a) The riveting of the seams joining the end plates to the
cylindrical shell shall be not less than 42 per cent of that of the solid
plate. Where the plates exceed 1 inch in thickness the seams connecting
the shell plates to the end plates are to be double riveted.

(b) The circumferential seam at or near the middle of the length of
single-ended boilers should have a strength of joint not less than 60 per
cent of the solid plate. The inner circumferential seams of double-ended
boilers should have a strength of joint not less than 62 per cent of the
solid plate. In any case there shall be three rows of rivets when single-
ended boilers have shell plates over 13 inches in thickness and when
double-ended boilers have

8

shell plates over L& inches in thickness. Where the shell plates exceed
1 inch in thickness the intermediate circumferential seams of double-
ended boilers are to be at least double riveted.

(e) The circumferential seams in the shell of a vertical boiler should
not be less in strength than 42 per cent, that of the solid plate. When the
seams are not complete circles, and when the plates exceed 1 inch in
thickness they shall be double riveted.

185. (a) Manholes in cylindrical shells must have their shorter axes
arranged longitudinally.

(b) Where the cylindrical shell is cut for a manhole, compensation
must be provided and must be such that the strength in way of the hole
is not less than that required for the longitudinal joint. Similarly if holes
are cut in the cylindrical shells of boilers for fixing of mountings, the
diameters of the holes being greater than 21 times the thickness of the
shell plating plus 21 inches, compensation must be fitted.

(c) The neutral part of boiler shells under steam domes should, if
required, be efficiently stayed.

186. When more than three screw stays pierce the cylindrical shell in
a horizontal line, if d is their diameter and p the pitch,






required for the shell longitudinal joints. If this is not possible, the
stays must be arranged out of line with one another longitudinally.

187. (a) For steel cylindrical shells the maximum working pressure to
be allowed shall be calculated from the following formulae

If the thickness of the shell plates does not exceed 1 3/4 inches

W.P. 2) x S x J

C x D

If the thickness of the shell plates exceeds 1 3/4 inches and double
butt straps are fitted

W. P. X S X J
2.85 x D

Where W.P. the working pressure in Ibs. per square inch,

the thickness of the shell plates in 32nds of an inch,

S the minimum tensile strength of the steel shell plates
in tons per square inch,

J the percentage of strength of the longitudinal seams
calculated by the methods of paragraph 183,

C a coefficient, which is 2.75 when the longitu-
dinal seams are made with double butt straps;
2.83 when the longitudinal seams are made
with lap joints and are treble riveted; 2.9 when
they are made with lap joints and are double
riveted, and 3.3 when they, are made with lap
joints and single riveted,

Dthe inside diameter of the outer strake of plating of
the cylindrical shell measured in inches.

N.B.-The Factor of Safety must be in no case less than 4.

(b) The working pressure on tube plates forming portions of
cylindrical drums of water tube boilers shall be:

W.P. 4) x S x J

.3 x D

Where W.P. the working pressure in Ibs. per square inch,

D the internal diameter of the drum in inches,

the thickness of tube plates in 32nds of an inch,





S the minimum tensile strength --of the plate
forming the drum in tons per square inch,
J the percentage of strength of the plate through


p the pitch of the tubes in inches on lines parallel with
the axis of the drum,

d the diameter of the tube hole in inches.

(c) When vertical boilers have a nest or nests of horizontal tubes so
that there is direct tension on the tube plates due to the vertical load on
the boiler ends or to their acting as horizontal ties across the shell, each
alternate tube in the outer vertical rows of tubes must be a stay tube,
and the thickness of the tube plates and the spacing of the tubes must
be such that the section of metal taking the load is sufficient to keep the
stress within that allowed on the shell plates, that is:

W.P. 2) x S x J

2.9 x D

Where W.P. the working pressure in lbs. per square inch,

S the minimum tensile strength of the steel plate in
tons per square inch,

the thickness of the tube plate in 32nds of an inch,

D twice the radial distance of the centre of the outer
row of tube holes from the axis of the shell in
inches,

J the percentage strength of the plate through


p the vertical pitch of tubes,

d the diameter of the tube hole in inches.

NOTE.-The tube plates between the stay tubes must be in
accordance with the rules for tube plates (see paragraph 191).

188. When the end is a hemisphere without stays:

W.P. 2) X S x J

C X R

Where W.P. the working pressure in lbs. per square inch,

the thickness of plates in 32nds of an inch,

S the minimum tensile strength of the plates in tons
per square inch,





J the minimum strength of riveted joints per cent of
solid plate,

R inner radius of curvature in inches,

3.3 for single riveting.

C 1 2.9 for double
riveting.

2.83 for treble riveting.

189. The working pressure on the ends of steam chests, etc., except
Air Receivers (see paragraph 277), dished to partial spherical form is to
be obtained from. the following formula

W.P. 15 X S X 1) R

W.P. the working pressure in lbs. per square inch, the
thickness in 32nds of an inch,

the inner radius of curvature of the end in inches
which shall not exceed the diameter of shell,

S the minimum tensile strength of plate in tons per
square inch.

The inside radius of curvature at the flange must not be less than
four times thickness of the end plate and in no case be less than 2.5
inches.

When the end has a manhole in it, the thickness of the plate must
be increased by 1 inch, and the total depth of flange of the manhole
from the outer surface in inches is to be at least:

T x w
where the thickness of the plate in inches,

w the minor axis in inches.

190. (a) Where the plates are supported by stays passing through
them and are fitted with nuts inside and washers and nuts outside, the
diameter of the washers being at least 3.5 times that of the stay, and
their thickness at least two-thirds that of the plate:

W.P. 100 1)2 0.15 t2

+-b 2 1 W
Where the washers have a diameter of at least two-thirds of the
pitch of the stays, a thickness of at least two-thirds of the thickness of
the plate, and are riveted to the plate in an efficient manner:





W.P. 2 '00 1)2 0.35 2

bi W

Where the plate is stiffened by strips at least two-thirds of the
pitch of the stays in breadth and have a thickness of at least two-thirds
of that of the plate, and are riveted to the plate in an efficient manner:

W.P. 100 1)2 0.55 2

a2 bi W

Where the plate is fitted with a doubling plate having a thickness at
least two-thirds that of the plate and riveted to it:

W.P. 100 1)2 0.85 2

a2 bi W

(b) Where flat plates are supported by screwed stays without large
washers or doubling plates:

W.P. C 1)2
a2 M

If steel of less tensile strength than 26 tons per square inch is used
the working pressure allowed shall be correspondingly reduced.

(c) In the formulae of this section:

W.P. the working pressure in Ibs. per square inch, the thickness
of the flat plate in 32nds of an inch,

tw the thickness of the washers, strips, or doublings employed
in 32nds of an inch, with a maximum value

a the distance apart of the rows of stays in inches, b the
pitch of the stays in the rows in inches.

(Note.-Where the stays are irregularly pitched d2 is to be taken
instead of a2 M, where d is the diameter of the largest circle which
can be drawn through any three points of support without enclosing
another point of support.)

C a coefficient which varies with the method of fixing the stays as
follows

Stays screwed into the plate Plate exposed to flame..C 50 and ends
riveted over. 1 Plate not exposed to flame C 57

(Note.-When this type of stay is used the thickness of the plate
must be at least one-half the diameter of the stay measured at the
bottom of the thread)





Stays screwed into the plate Plate exposed to flame..C= 75 and fitted
with nuts on Plate not exposed to flame C 86 the outside.

Stay tubes screwed into the Plate not exposed to flame C 52 plate and
expanded.

Stay tubes screwed into the plate, expanded and fitted Plate not
exposed to flame C 72 with nuts.

Stays passing through the plate and fitted with nuts Plate not exposed
to flame C 96 on both sides of the plate

Plate with flange, the inner Plate exposed to flame..C= 96 radius of
which is not

greater than 21 times the Plate not exposed to flame C 100 thickness
of the plate.

With flanged plates the point of support is to be taken on the
commencement of curvature from the flat plate. Where parts of plates
are supported in different ways, the value of C will be the mean of the
values appropriate to the method of support at the various points.

For the tops and sides of combustion chambers the distance
between the rows of stays nearest to the back tube plate or the back
plate respectively and the commencement of curvature of these plates at
their flanges shall not be greater than a. Where the tops of combustion
chambers are jointed to the sides by curved portions, if the outer radius
of the curved portion is less than half the allowable distance between
the girders, the distance between the first girder and the inner surface of
the side plate should not exceed the allowable distance between the
girders. If the radius of the curved portion is greater than half the
allowable distance between the girders, the width of the flat portion
measured from the centre of the girder should not be more than half the
allowable distance between the girders.

191. (a) Nuts should not be fitted to stay tubes at the combustion
chamber end, and if fitted no allowance will be given in respect of them.

For the portions of back and front tube plates in the nests of tubes,

C 1)2

W.P. 2

where W.P. the working pressure in Ibs. per square inch,

the thickness of the tube plate in 32nds of an inch,





p the mean pitch of the stay tubes supporting any
portion of the plate (being the sum of the four
sides of the quadrilateral divided by four),

C 38 when stay tubes are screwed and expanded into
tube plates and no nuts are fitted,'

C 49 when stay tubes are screwed and expanded into
front tube plates and are fitted with nuts.

(b) For the wide water spaces of tube plates between the nests of
tubes and between the wing rows of tubes and the shell,

C [(t-1)2 0.55 t,2w

W.P. a2 M

where W.P. the working pressure in Ibs. per square inch,

the thickness of the front tube plate in 32nds of an
inch,

tw the thickness of the doubling plate, when so fitted in
32nds of an inch,

a the horizontal pitch of stay tubes in inches measured
across the wide water space from centre to centre,

b the vertical pitch of stay tubes in the bounding rows,
in inches, measured from centre to centre,

C 52 when the stay tubes are screwed and expanded
into the front tube plate and no nuts are fitted,

C 72 when the stay tubes are screwed and expanded
into the front tube plates, and nuts are fitted to
each stay tube,

C 63 when the stay tubes are screwed and expanded
into the front tube plates, and nuts are fitted only
to alternate stay tubes,

C 45 for each of the foregoing conditions when there
are wide spaces in the back tube plate exposed to
flame.

192. When a flat plate is flanged to stiffen it at a manhole or sight
hole, to permit the same working pressure as would be allowed upon an
unpierced plate, the depth of the flange measured from the outer surface
is to be at least equal to:

T x w
where the thickness of the plate in inches,
w the minor axis of the hole in inches.





193. (a) The working pressure allowed on plain furnaces
strengthened by Adamson or other joints, and on the cylindrical
bottoms of combustion chambers, is determined by the following
formulae, the lesser pressure obtained being allowed

W.P. C 1)2

(L+ 24) X D

W.P. C, x 10(t 1) L]

where W.P. the working pressure in lbs. per square inch,

D the external diameter of the furnace or combustion
chamber bottom in inches,

the thickness of the furnace plate in 32nds of an inch,

L the length in inches of the furnace or combustion
chamber bottom between points of substantial
support, measured from the centres of rivet rows
or from the commencement of flange curvature,
whichever is applicable,

C 1450 where the longitudinal seams are welded and
1300 where they are riveted,

C, 50 where the longitudinal seams are welded and 45
where they are riveted.

(b) When plain vertical furnaces are tapered, the diameter to be
taken for calculation purposes shall be the mean of that at the top and at
the bottom where it meets the substantial support from flange or ring.
The length for the same purpose shall be the distance from the centre of
the row of rivets connecting the crown to the body of the furnace to the
substantial support at the bottom of the furnace, or to a row of screwed
stays connecting the furnace to the shell, provided the pitch of stays at
the furnace does not exceed 14 times the thickness of the furnace plate
when the stays are riveted at their ends, and 16 times when they are
fitted with nuts. Such screwed stays must be in diameter over the
threads not less than 2.25 times the thickness of the furnace plate.

194. Machine made furnaces of the Fox, Morison or Deighton
corrugated types, manufactured by The Leeds Forge Company, John
Brown Co., Sheffield, The Deighton Patent Flue and Tube Co., Leeds,
Wm. Beardmore Co., Glasgow, Broomside Boiler Works Co., Ltd.,
(Morison Deighton Furnaces), John Marshall Co., Motherwell,
Thomas Piggott Co., Birmingham, and John Thompson,
Wolverhampton; of the Purves ribbed and grooved type, or Brown's
cambered type, manufactured by John Brown Co., Sheffield; and the
Bulb Suspension furnace manu-





factured by the Leeds Forge Company; provided they are practically
true circles, may be allowed the working pressure found by the
following formula

W.P. c X 1)
D

where W.P. the working pressure in Ibs. per square inch,

D the external diameter measured at the bottom of the
corrugations in inches,

the thickness of the furnace plate in 32nds of an inch,
measured at the bottom of the corrugation or
camber,

C 480 for the Fox, Morison, Deighton, Purves, and
similar furnaces, and 510 for the Leeds Forge Bulb
Suspension furnace.

The shape and dimensions of the corrugated furnaces of the usual
withdrawable types with bottle necks should be in accordance. with the
specifications of the British Engineering Standards Association, which
are in close agreement with these Regulations.

The more important dimensions are stated approximately below,
but reference should be made to the specifications mentioned for
detailed dimensions of furnaces of the Fox, Morison, Deighton, and
Bulb Suspension types.

In all corrugated furnaces the external diameter at the mouth is
given as 1 inch more than the external diameter of the top of the
corrugations, and 31 inches more than the external diameter at the
bottom of the corrugations in Fox, Morison and Deighton Furnaces; and
5 inches more than the external diameter at the bottom of the
corrugations in Bulb Suspension furnaces.

The pitch of the corrugations is 8 inches, except in the case of the
Fox furnace in which the pitch is 5 inches.

The distance from the centre line of the rivets in the mouth, to the
beginning of the first corrugation should not exceed 9 inches, and the
distance from the water side of the back tube plate to the nearest
corrugation should not exceed 101 inches.

The set up of the conical neck at the bottom should not exceed
about 71 inches measured vertically from the top of the corrugations to
the outside of the plate in the neck, and the vertical internal axis should
not exceed the horizontal axis by more than 14 1/2 per cent in Fox,
Morison, and Deighton types of furnaces and 12 1/2 per cent in the Bulb
Suspension furnace.

195. When the furnaces are spherical in form and' convex upwards at
their tops, and are without support from stays of any kind,





W.P. 275 1)
R

where W.P. the working pressure in lbs. per square inch,

the thickness of the top plate in 32nds of an inch,

R the outer radius of curvature of the furnace in inches.

196. No furnace, plain or corrugated, shall exceed 13116 inch in
thickness.

197. For the ogee ring which connects the bottom of the furnace to
the shell, and sustains the whole load on the furnace vertically,

W.P. 140 1)2

D x (D -d)
where W.P. the working pressure in lbs. per square inch,

the thickness of the ogee ring in 32nds of an inch,

D the inside diameter of the boiler shell in inches,

d the outside diameter of the lower part of the furnace
where it joins the ogee ring.

198. As the uptakes of haystack boilers are especially liable to injury
from over-heating, unless careful precautions are taken while steam is
being raised, the surveyor should in all cases endeavour to persuade
makers and owners of such boilers to make the strength of the uptakes
considerably in excess of that required for ordinary superheaters
subject to external pressure.

The employment of Bowling rings is beneficial by adding to the
strength as well as allowing for expansion, but if there is a difficulty in
getting these fitted, hoops riveted to the uptake, although not so
desirable as Bowling rings, may be employed to increase the resistance
of the tubes against collapse. The use of Bowling rings with a moderate
thickness of plate is better than the use of very thick plating.

The above applies to the uptakes of all boilers of this type,
including ordinary vertical donkey boilers. When flaming coal is used,
extra care is required, and extra strength absolutely necessary.

199. The working pressure on back tube plates between the tubes is
obtained from the formula:





W.P. =875 x (D d)
W x D
where W.P. the working pressure in Ibs. per square inch,

the thickness of the tube plates in 32nds of an inch,

D the horizontal distance apart of the tubes, centre to
centre in inches,

d the internal diameter in inches of the plain tubes,

W the width in inches of combustion chamber measured
inside from tube plate to back chamber plate, or
between tube plates in double-ended boilers with
combustion chambers common to two opposite
furnaces.

200. Steel stays are not to be welded. If plus threads are desired, the
ends of the stay bars may be upset or the bars may be drawn down in
the central portions from bars originally of the size of the ends. In either
of these two cases the bars must be subsequently annealed throughout.

201. (a) Longitudinal stays should have threads in accordance with
the British Standards Specification, true to pitch. Stays 2-inch in
diameter and above passing through plates, and secured by nuts in
each side of the plate should have not more than 6 threads per inch.

(b) The working pressure allowed in the screwed portion of
longitudinal stays with threads not coarser than 6 threads per square
inch is obtained from:

(d 0.340)2 x 9500 S

W.P. X 28
The working pressure allowed on the unscrewed portion of all
longitudinal stays, and on the screwed portion when the threads are
coarser than 6 threads per square inch is obtained from:

W.P. (d, 0.125)2 x 9500 S

a X 28
where W.P. the working pressure in Ibs. per square inch,
d the diameter of the stay over the thread,

d, the diameter of the stay at the bottom of the
thread, or at the smallest unscrewed part,
a the area in square inches supported by the stay,

Sthe minimum tensile strength of the steel in tons per
square inch.





N.B. - Notwithstanding the working pressure. obtained from the
above formulae, in no case must the stress exceed 393 x S; that is, 11,000
Ibs. per square inch when steel of a minimum tensile strength of 28 tons
per square inch is used.

(c) The nuts for longitudinal stays shall be of iron or solid mild
steel and shall be to the British Standards appropriate to the diameters
of the stays, the outside nut having the thickness therein provided for
ordinary nuts, and the inside nuts having the thickness provided for
lock nuts.

(d) When jointed longitudinal stays are fitted between the front
and back tube plates it is desirable that they should be fitted with pins
having an effective sectional area 25 per cent in excess of that of the
stay. The pins may be slack in the holes, the total slackness being not
more than 1/16 inch. The pins must be as close as possible to the
shoulder of the eye forging. The shoulder of the forging should be at
least 1 inch wide all round, that is, the diameter at the shoulder must be
not less than the diameter of the hole plus 1 inch.

(e) In double-ended boilers the through longitudinal stays must
be supported at or near the middle of their length.

202. (a) Screw stays should have threads in accordance with the
British Standards Specification, true to pitch. Stays 1 1/4 inches in
diameter and above should have 9 threads per inch.

(b) The working pressure allowed on screw stays with threads not
coarser than 9 threads, made of steel or special wrought iron which has
been tested in accordance with the requirements of paragraph 160 is
obtained from:

W.P. (d 0.267)2 x 8250 a

where W.P. the working pressure in lbs. per square inch,

d the diameter of the stay over the thread in inches,

a the area in square inches supported by the stay.

N.B. - Notwithstanding the pressure obtained from the formulae, in
no case must the stress exceed 9,000 Ibs. per square inch.

(c) Nuts to screw stays in combustion chambers shall be of solid
mild steel or of iron, and the latter must be without weld when exposed
to flame. They shall be not less than J inch thick for stays up to 11
inches diameter over threads, J inch thick for 11 and 1 3/4 inch stays, 1
inch thick for 11 and 2 inch stays, and 11 inches thick for stays over 2
inches in diameter.





(d) It is desirable that combustion chamber stays when fitted with
nuts should be so placed that the seams of the plates can be caulked
without removing the nuts. The stays should be normal to the chamber
plates, and when this is not possible they must be fitted with taper
washers to provide a fair bed for the nuts.

(e) It is desirable that the threads of screw stays be turned off
between the parts fitted into the plates, and that the outer ends of screw
stays should have a hole 3/16 inch diameter drilled axially to a distance
1 inch beyond the inner face of the shell or end plates.

203. (a) On stay tubes, whether of wrought iron or of lapwelded
steel, a working stress of 7,500 Ibs. per square inch of the net sectional
area at the bottom of the thread is permitted.

(b) Stay tubes are to be screwed at both ends with continuous
threads, and the holes in the tube plates are to be tapped with
continuous threads. The thread should not be finer than 10 threads per
inch. It is desirable, however, that they should be screwed to the
standard 9 threads per inch and this should be the rule. The stay tubes
are to be expanded by roller expanders and not made tight by caulking.

(e) The minimum thickness of stay tubes measured under the
threads shall be 1/4 inch for marginal stay tubes and 3/16 inch for other
stay tubes. If stay tubes are required to have their thickness increased
at the screwed ends so that the thickness at the bottom of thread is
practically the same as in the body. of the tube, the thickening is to be
attained by upsetting and not by any welding process, and the tubes
are to be annealed after the upsetting.

204. For girders supporting the tops of combustion chambers the
following formula is to be used

W.P. x X
(L P) x D X 28
where W.P. the working pressure in Ibs. per square inch, d the
depth of the girder at centre in inches,

the effective thickness of the girder at centre in
32nds of an inch,

L the length in inches, measured between the tube
plate and back chamber plate inside, or between
tube plates in chambers common to two opposite
furnaces,

P the pitch of stays supported by the girder, in inches,





D the distance apart of the girders, centre to centre, in
inches,

S the minimum tensile strength of the steel

plates forming the girder, in tons per square
inch. In the case of forged girders S is to be
taken as 24 for iron and 28 for steel,
n x 495 when n is odd,
c n+l

n+l x 495 n , even, n+2 n number of
stays in a girder.

205. The following table may be worked to for the working pressure
allowed on plain iron or steel smoke tubes

1

OutsideStandard Thicknesses Suitable for Working
diameter in L.S.G. Pressures of Lbs.
in inches. per Square Inch.

Inches A B c D A B c D
2 11 10 9 155 215 300
21 11 10 9 8 140 190 260 315
21 11 10 9 8 125 175 230 300
21 11 10 9 8 110 160 215 275
3 10 9 8 7 140 190 250 300
31 10 9 8 7 130 180 230 280
31 10 9 8 7 120 165 215 260

206. Cast-iron doors should not be passed. The doors to manholes,
mudholes, and sightholes must be built up or pressed to shape and
annealed, or made from one thickness of plate with a machined recess
for the jointing material. The spigot part or the recess must not have a
greater clearance than 1/16 inch all round, that is, the axes of the doors
must not be less than those of the hole in which they are fitted by more
than 1 inch.

The studs of all large doors, and doors fitted to shells and end
plates, should be screwed through the plate, and be fitted with nuts on
the inside, or bolts may be used, screwed through the plate with the
heads inside.

207. (a) Water-tube boilers shall, as regards construction, and the
quality and tests of the material used in their construction, comply with
the general rules laid down for cylindrical boilers, except as hereinafter
specified; and they shall be so designed as





to ensure water circulation over every part of surfaces exposed to flame
when working under service conditions.

(b) The tubes of water-tube boilers which connect the drums or
headers, and are the means for circulating the water when generating
steam, are to be set at an inclination of not less than 15 degrees from the
horizontal. But in the case of boilers where each tube is in series with
one or more tubes so as to form a continuous run, the inclination may be
5 degrees and upwards.

(c) It is desirable that provision should be made in the design so
that solid matter in the water can be deposited automatically without
danger arising from such matter collecting on parts exposed to heat.

208. (a) Where the bottom of the steam drum is exposed to radiation
from the fire, or to the impact of hot gases, and it is not protected by the
tubes, a shield of good refractory material whose conductivity is low is
to be fitted, or the tube plate is to be suitably thinned at this part.

(b) The longitudinal joints of the cylindrical drums of watertube
boilers, the internal diameters of which are less than 100 times the
thickness of the plating at the joints, shall not be of the ordinary riveted
lapped type, but shall be such as to maintain internal circularity of
section.

(c) Where the tube plates are reduced in thickness for the purpose
of jointing either by lapping or by the fitting of butt straps, or in order to
receive the drum end flanges, such reductions shall be gradual and
carefully machined to size.

(d) In all the drums, manholes are to be provided of such size as to
permit of access for internal examination and for the satisfactory fitting
of all the tubes in place.

(e) The working pressure on cylindrical drums shall be obtained
from the formulae of paragraph 187.

(f) Specification for hollow forged drums for boilers:

1. Process.-The Steel to be made by the Open Hearth Process.

2. Discard.-Sufficient discard shall be made from the top and
bottom of each ingot to ensure soundness in the portion used for
forging.

3. Forging.-The forging shall be made from a solid cast ingot,
punched, bored or trepanned. The resultant wall of ingot shall be
reduced in thickness by at least one-half in the process of forging.

4. Heat Treatment and Testing.-Sufficient material shall be left on
each end of each forging to enable transverse tests to be taken. These
tests to consist of one tensile and one bend test





from each end. In the case of open-ended drums the test material shall
not be parted off before heat treatment, but if the drums are closed in
the test rings may be parted prior to this operation; subsequently the
test rings and the forging shall be simultaneously normalised or
annealed in the same furnace.

5. Length of Forging.-The total length of each forging shall not
exceed 60 feet, and the maximum difference in the tensile strength at
each end of each forging shall not exceed 4 tons per square inch.

6. Mechanical Tests.-The forging shall conform to the following
requirements

Tensile strength 28 to 40 tons per square inch. Elongation 29% to
17% on British Standard Test Piece 'C' or 'D' as approved. Elongation
plus maximum stress not less than 57.

Bend Test: Test pieces 1' x J' to be capable of being bent cold
through an angle of 180% the internal radius of the bend being not
greater than that specified below

Up to 32 tons per square inch..Above
32 tons and up to 36 tons..Above 36
tons and up to 40 tons ..................

7. Retesting.-Should either a tensile or bend test fail, two further
specimens may be tested and if the results obtained from both are
satisfactory the forging shall be accepted. In the event of either or both
retests failing, the forging can be again heat treated and re-presented
for test.

209. (a) These may be of wrought steel, or of cast steel (British
Engineering Standards Grade B or C), or of such other material as may
be approved.

(b) The sighting hole doors must be substantial and capable of
being removed and replaced from time to time without loss of efficiency
or safety. Where they are held in place by bolts, the doors must be so
designed that they will not blow out in the case of the breakage of the
bolt or otherwise.

(c) Every flange on a header shall have a fillet with a radius not less
than the thickness of the neck to which it is attached.

(d) Where flat surfaces of headers or similar parts are not pierced
for tubes, the thickness of such parts shall not be less than that given
by the following

b W.P. +3
C

where W.P. the working pressure in Ibs. per square inch,





the thickness in 32nds of an inch,

b the breadth in inches of the flat surface measured
from support to support inside,

C a factor which for wrought steel shall be 81; for steel
castings Grade B or C 64.

The thickness of the headers at the tube holes in 32nds of an inch
shall be not less than 3/d 8 where d the diameter of the hole in
inches.

(e) The headers in way of the sighting doors must be machined to
give true and fair faces for the doors to joint upon. The thickness where
machined may be as much as 3/32 inch less than given by the above
rule, but generally it must not be less than 10/32 inch.

(f) All headers exposed to radiation from the fire, or to the impact of
hot gases, and which have only steam within them under service
conditions, as is the case with superheaters, shall have their thickness
12.5 per cent greater than that given by the above formula.

210. (a) The tubes shall as regards quality and tests comply with the
requirements of paragraph 162.

(b) All tubes shall be carefully drifted or roller expanded in the
holes in the tube plates. They shall project through the neck or bearing
part in the holes by at least a quarter of an inch. They shall be secured
from drawing out at each end, and if this is done only by bellmouthing,
the bellmouthing should be 1/32 inch for each inch in external diameter
plus 2/32 inch. That is the increase of diameter at the outer end of the
bellmouth for a tube 1 inch in diameter will be 3/32 inch, while for a 2
inch tube it will be 4/32 inch, and for a 3 inch tube 5/32 inch.

(c) The tube holes in the tube plates of Drums, Pockets, or Headers
must be formed in such a way that the tubes can be effectively
tightened in them. When the tube ends are not normal to the tube
plates, there shall be a neck or belt of parallel seating of at least 1 inch
in depth measured in a plane through the axis of the tube at the holes.

Where the tubes are practically normal to their plates, this parallel
seating shall not be less than 1 inch in depth.

(d) The minimum thickness of tubes for pressures up to 250 Ibs. per
square inch shall be determined by the following

W.P. x d +7
F





where W.P. the working pressure in Ibs. per square inch, d the
external diameter in inches,

the thickness in 100ths of an inch.

For the two rows of tubes next the fire and round the gaps formed
in the nests of tubes for the outflow of the hot gases from the fire, F
55. For all the other tubes F 75.

(e) The minimum thickness of tubes for pressure above 250 Ibs. up
to 650 Ibs. per square inch and a designed steam temperature not
exceeding 750'F. shall be determined by the following

For the two rows of tubes next to the fire and round the gaps
formed in the nests of tubes for the out-flow of hot gases from the fire,

super-heater tubes: d (W. P. 400) 6

200

where W.P. the working pressure in Ibs. per square inch, d the
external diameter of tube in inches,

the thickness in 100ths of an inch.

The maximum thickness of any tube shall not exceed 1 S.M.G. (0.3
inch).

(f) Downcomer tubes should be of solid drawn steel, and should as
regards thickness and testing comply with the requirements for steam
pipes.

Superheaters.

211. In the case of vessels, new or old, in which it is proposed to fit
arrangements for superheating the steam, full particulars of the
proposed superheater and steam pipes should be submitted for
consideration with as little delay as possible, and in no case should a
declaration be issued until the arrangement has been sanctioned. A
piping plan should be submitted.

The following rules contained in paragraphs 212-215, are laid down
for the guidance of surveyors in ordinary cases in which the steam is
not superheated to a temperature above 650'F. If higher temperatures are
proposed the case will be specially considered.





212. The strength of cylindrical superheaters and the factor of safety
are found in the same manner as in the case of the shells of cylindrical
boilers [paragraph 187(a)], but the applicable constant C should be
increased in the proportion of 1.56:1 unless the heat or flame impinges
at, or nearly at, right angles to the plate, when the constant should be
increased in the proportion of 2.1:1.

When a superheater is constructed with a tube subject to external
pressure, the working pressure should be ascertained by the rules given
for circular furnaces (paragraph 193), but the constants should be
reduced as 1:1.56.

In all cases the internal steam pipes should be so fitted that the
steam in flowing to them, will pass over all the plates which have steam
in contact with them, and are exposed to the impact of heat or flame.

The completed superheater should be tested in the Surveyor's
presence by hydraulic pressure to double the working pressure.

213. (a) The headers should be of steel and comply with the
requirements of paragraph 209 for the headers of water-tube boilers, and
they should be suitably supported.

(b) The minimum thickness of the heating tubes shall be

determined from the formula:
W.P. x d

-75 +5

thickness of the tubes in 100ths of an inch, d the
external diameter of the tube in inches.

(c) Where necessary the tubes should be suitably bellmouthed in
the headers to the extent required for the tubes of water-tube boilers.

(d) The tubes should be solid drawn and comply with the
requirements for the tubes of water-tube boilers (paragraph 162).

(e) Clamps or dogs for securing the heating tubes in position
should be made of wrought iron or steel, or of cast steel. If they are made
of cast steel, the surveyor, after he has received notification as to the
survey, should select indiscriminately from the number actually required
for the job in hand about 5 per cent, and should submit them to a proof
stress by screwing them up on studs similar in every respect to those
ultimately used; and they should withstand without failure the stress due
to a load of 112 Ibs., applied at a leverage of two feet. One or two of the
clamps should also be broken through in order that it may be judged
whether the material is what it is purported to be, and not





cast iron or malleable cast iron. If the surveyor is satisfied, he should
then stamp his initials on all the clamps from which the representative
selection was made, these marks being additional to those mentioned in
paragraph 150.

The clamps may be stocked if desired, but, if this is done those
included in each order and delivery from the steel-makers should be
stored in a separate bin, and a record kept of (1) the name of the steel-
makers, (2) the number, charges and identification marks of the articles
and date of delivery, (3) the number and charges of the articles and date
of dispatch after testing, and also (4) the name or job number of the
vessel for which they are intended. Unless a special fee is paid, a
proportion of the articles representative of the whole stock should not
be tested by the surveyor, but each batch required for a certain job
should be dealt with separately.

Clamps made of mild steel, as drop forgings, should be treated in a
manner similar to that prescribed for cast steel clamps.

(f) Studs for clamps should be so fitted that there is no danger of
their becoming inadvertently unscrewed, and the surveyor should
satisfy himself as to the suitable quality of the material by making a few
bending tests.

(g) After being finally erected at the port of survey, the completed
superheaters should be tested, in the surveyor's presence, by hydraulic
pressure to double the working pressure for which they are approved.

214. (a) Superheaters forming part of a water-tube boiler should
comply with the requirements of boilers of that type as regards drums,
headers, construction, and material.

(b) The tubes which have only steam within them should be
situated in a position shielded from direct radiant heat, and where only
hot gases and not hot flame can impinge upon any part.

(c) The working pressure on the tubes should not exceed that
obtained from the formula of paragraph 210(d) for the upper tubes of
water-tube boilers.

(d) After being finally erected the completed superheater should
be tested with, and to the same. hydraulic pressure as the boiler of
which it forms part.

215. Superheaters that can be shut off from the main boilers should
be fitted with a statutory safety-valve of sufficient size, with easing gear
workable from a convenient position.

Drains must in all cases be fitted to superheaters in which a
collection of water in the bottom is possible, and suitable provision
should be made to avoid overheating of the tubes when raising steam.





216. (a) The pressure allowed on castings of good material should
not exceed that obtained from the following formulae(a) Cylindrical
Shells.

W.P. C

D
(b) Circular Flat Surfaces.

W.P. C, x T2

D2
(c) Square Flat Surfaces.

W.P. C, x

Sz
where W.P. the working pressure in Ibs. per square inch,

the thickness of the casting in inches,

D the diameter in inches, which for covers is the
diameter of the pitch circle of the bolts,

S the length of side of the flat surface in inches.

Cast Iron.
Gunmetal Cast, Steel.

c 4,000 6,000 10,400
C, 24,000 30,000 52,000
C, 16,000 20,000 34,700

in vessels subject to water pressure only, the constant may be increased
by 25 per cent.

(b) Except in every small castings the thickness of the material
should not, as a rule, be less than 1 inch for cast iron, 3 inch for
gunmetal, and 1 inch for cast steel.

(c) Where there are large branches, doors, or other openings in the
castings, the scantlings will require *to be materially increased, and also
provision should be made at the necks of branches and other parts to
resist stresses not directly due to the internal pressure.

217. In calculating the strength of studs or bolts securing the covers
of evaporators, feed heaters, feed filters, and other similar vessels, the
calculated load on the cover should be found by multiplying the area of
pitch circle by the working pressure, and the nominal stress allowed on
the net section of the material of





the studs, &c., should not exceed 7,000 Ibs. per square inch in the case
of iron, and 9,000 Ibs. per square inch in the case of steel, the maximum
allowance being permissible only when the diameter is J inch or more.
When the studs or bolts are of a diameter less than 1 inch, the nominal
stress allowed per square inch of net section should not exceed 6,000
lbs. in the case of iron, and 7,200 lbs. in the case of steel, owing to the
relatively greater stress to which they are subject when the nuts are
tightened.

Studs or bolts securing covers which are required to be frequently
removed should not be less than 1 inch in diameter.

218. (a) Evaporators, generators, feed make-ups, &c., where the
evaporation of the water under pressure is an essential feature, should
be regarded as steam boilers, whether the evaporation is effected by
heat from steam or any other source, and they should be examined by
the surveyor on each occasion the vessel is surveyed for passenger
certificate in the same manner as other boilers on board the vessel; and
the particulars regarding them, their safety-valves, &c., should be
recorded on the declaration in the same manner as is done in the case of
other auxiliary boilers.

The strength, quality of material, and method of construction of
such apparatus should, when made from rolled plates, be in accordance
with the regulations for steam boilers. For moderate pressures, however,
evaporators of the type usually fitted may be made of cast material, but
in no case should the pressure exceed 15 lbs. per square inch when the
main body of the apparatus is a single casting. Subject to this limitation
and to the sanction of the Principal Surveyor of Ships for the use of
such material in each particular case, evaporators made of cast-iron, or
of gunmetal having a tensile strength of not less than 10 tons per square
inch, may be allowed a working pressure not exceeding that found by
the formulae of paragraph 216, provided the thickness is not less than #-
inch in the case of cast-iron, and #-inch in the case of gun-metal, and
the castings are in every way sound and to the surveyor's satisfaction.

(b) When the ends are cast solid with the shell, there should be a
substantial fillet all round inside, and when the ends are bolted, D, in
the flat surface formula (paragraph 97), should be the diameter of the
bolt circle. The flange should be of sufficient thickness and have a
substantial fillet at the root all round.

(c) Where baffle or dash plates are fitted below the steam domes of
cast-iron evaporators, they should be easily removable for inspection of
the dome.

(d) The mountings, etc., for evaporators should, as a general rule,
be similar to those required in the case of boilers on board passenger
vessels, but a single safety-valve may be allowed, provided it is of
sufficient size, and that the reduced orifice [sub





paragraph (e)] is not, in any case, greater than would be allowed, for
the same pressures, with a single valve 2 13 inches in diameter (that W6 is,
equivalent in area to two 2-inch valves).

(e) The steam inlet to the coils should have an orifice the size of
which does not exceed that found by the following formula

/n x p d
D

X p
where d diameter of orifice in inches.

D diameter of safety-valves in inches.

n number of safety-valves on evaporator.

p absolute pressure at which the evaporator is worked.

P absolute pressure of entering steam.

Where a reducing orifice is necessary to effect a reduction of area,
it should be bored through brass or similar material, and should be
parallel for a length of at least 1 inch; and every nozzle should be
formed with a facing at the side, on which particulars regarding the
safety-valves, their load, the maximum pressure of the entering steam,
and the diameter of the orifice should be stamped, as shown by the
following example

2 S. V. DIA. Y. LOAD 10 Ibs. sq. in.
BOILER PRESS. 160 Ibs.
REDUCED ORIFICE 21/32' DIA.

(f) The shell and coils should be tested by hydraulic pressure to
twice their respective working pressures, and on completion of the
hydraulic tests the apparatus should be stamped in a conspicuous place
with the test pressures applied to the shell and coils, the date, and the
surveyor's initials.

(g) The spring-loaded safety-valves should be set to the working
pressure, and tested for accumulation in accordance with the
requirements of paragraph 233. The safety-valves should be tested for a
period of five minutes under conditions of maximum evaporation with all
other outlets closed, and the accumulation of pressure should not
exceed 10 per cent of the working pressure.

219. Heaters, filters, &c., through which feed water passes from the
pumps to the boilers should be constructed for a pressure 20 per cent in
excess of the boiler pressure, and relief valves should be fitted in
accordance with the requirements of paragraph 244(f).

The completed apparatus should, where exposed to feed water, be
tested by hydraulic pressure to twice the boiler pressure plus 20 per
cent, and other parts to twice the working pressure. On





the completion of the hydraulic test of a feed heater, feed filter, or other
similar vessel which complies with the regulations and has been
surveyed during construction, the surveyor, in order to afford means of
identification, should stamp the apparatus in a conspicuous place, with
the pressure applied to the shell, the pressure applied to the coils (if
any), the date, and his initials.

Steam Pipes.

220. A plan showing the main and auxiliary steam pipes should be
submitted for consideration.

220A. (a) No pipe made from the electro-deposition of copper on a
mandrel shall be used for steam, feed delivery, blow-off or scum.

Copper pipes shall not be used for superheated steam, nor for
steam exceeding 180 Ibs. per square inch pressure, when the internal
diameter exceeds five inches. If subject to pressures over 75 Ibs. per
square inch they shall be solid-drawn.

(b) The working pressure of copper pipes shall be determined by
the following

W.P. 3)
D
where W.P. the working pressure in Ibs. per square inch of steam
pipes, and the boiler pressure for feed pipes,

D the internal diameter in inches, the thickness in
100ths of an inch,

F for solid-drawn steam pipes is 60, and for brazed 45,

F for solid-drawn steam pipes is 48, and for brazed 36.

NOTE.-When copper pipes are to be bent they must be made
thicker to provide for the thinning at the bend. In no case should the
radius of curvature at the centre line of the pipe be less than twice the
external diameter of the pipe.

(c) Copper pipes shall be annealed, and on completion and prior to
being fitted in place shall be subjected to an hydraulic test. For feed.
delivery pipes the test pressure shall be 2.5 times the working pressure
allowed on the boilers, and on other pipes at least twice the working
pressure.

221. (a) Steam pipes may be made of wrought iron lapwelded, or of
mild steel lapwelded or solid-drawn.





Feed pipes if made of steel should be solid-drawn coldfinished.

(b) The working pressure allowed on pipes shall be determined by
the following rules

(1) Solid-drawn cold-finished steam pipes (up to 28 tons tensile):

10)

Working pressure Dx 120

(2) Solid-drawn hot-finished steam pipes (up to 28 tons tensile):

Working pressure 12) x 120
D

(3) Welded steam pipes of iron or steel, whether with or without
covering straps:

12)

Working pressure x 90
D

(4) Feed pipes (delivery):

Boiler pressure 8) X 100
D

Where D the internal diameter in inches,

the thickness in 100ths of an inch.

(c) Steam pipes should be tested in accordance with the
requirements of paragraph 224. Feed pipes should be tested by
hydraulic pressure to four times the boiler pressure.

222. Suitable provision must be made to avoid excessive stresses in
steam pipes resulting from variations in the temperature of the pipes, or
from vibration.

When socket expansion- joints are used, the parts subject to
rubbing action should be made of brass or of other metal which will not
rust.

In all cases in which such a joint is fitted to a bent steam pipe, the
surveyor should require a fixed gland and bolts, or other efficient
means, to be provided to prevent the end of the pipe being forced out of
the socket. This regulation should be complied with in all cases of bent
pipes fitted with socket expansion joints, and, it is also desirable that
fixed glands and bolts should be fitted to the expansion joints of
straight steam pipes, as cases have occurred, particularly with small
straight pipes in which the ends have been forced out of the sockets.





A socket expansion joint on a bent pipe is not a desirable
arrangement, and, when adopted, the pipe should be anchored or
provided with a strut at the bend, to relieve it of any undue bending
stresses which might otherwise be produced by the internal pressure on
a surface of the pipe equal to the area due to its bore.

223. (a) Efficient means should be provided for draining all steam
pipes. Boiler stop-valves cannot be regarded as suitable for this
purpose. All drain cocks or valves should be accessible, and so placed
as to render it practicable to drain the water from any portion of the
steam pipes or chests in connexion therewith. Drain pipes should be
fitted to drain cocks or valves when the latter are in such a position that
the water or steam discharged from them would be likely to cause
personal injury. It is desirable that the drains should be automatic in
their action.

(b) Special attention is directed to the danger of allowing water to
collect in branches of the main steam pipes connecting the main range
while under steam with the stop-valve of a boiler not in use. Numerous
fatal explosions due to water-hammer from this cause have occurred,
and if it is anticipated that all the boilers connected to the main steam
pipes may not be in use at one time, it is strongly recommended that
additional stop-valves should be fitted at the junctions of the branch
pipes with the main steam range.

224. (a) Surveyors should pay particular attention to the examination
and testing of steam pipes, and a record of the tests should be kept in
the office records.

All new copper steam pipes should be tested by hydraulic
pressure to at least twice the working pressure.

Wrought-iron and steel steam pipes should be tested by hydraulic
pressure when new, with the flanges secured in place, to at least three
times the working pressure.

As regards old pipes, the surveyor may, at any time he thinks it
necessary, before he gives a declaration, require them to be tested by
hydraulic pressure to satisfy himself as to any doubtful part, or parts,
and he may also require the removal of any of such pipes in order that
their interior may be examined and their actual thickness and condition
ascertained, but they should be tested periodically, to not less than
twice the maximum working pressure to which they are subject, as
follows

Periodic Tests of Main Steam Pipes.

NOTE.-Main steam pipes include the main range and its branches
from the various boilers and those to the propelling machinery, also all
steam pipes joining two or more boilers together.





(a) All copper pipes having brazed longitudinal seams, whether
forming a complete range or only part of a range of pipes, should, with
the exception of those referred to in clause (c), be examined and tested,
with the lagging removed, at least once in about every four years.

(b) Iron, steel, or solid-drawn copper pipes should, when the
diameter exceeds 3 inches, be stripped and tested by hydraulic pressure
at least once in six years.

(c) In the case of pipes upon which the first periodical test is being
made, and of pipes with a diameter of 3 inches or less, the surveyor may
use his own discretion as to the removal of the lagging for more than a
few inches near each flange when the hydraulic test is applied.

Periodic Tests of Auxiliary Steam Pipes having an Internal
Diameter Exceeding 6 inches.

(a) Copper pipes having brazed longitudinal seams should be
stripped and tested by hydraulic pressure at least once in four years.

(b) Iron, steel, or solid-drawn copper pipes should be stripped and
tested by hydraulic pressure at least once in six years.

(c) In the case of pipes upon which the first periodical test is being
made the surveyor may use his discretion as to the removal of lagging
for more than a few inches near each flange when the hydraulic test is
applied.

Periodic Tests of Auxiliary Steam Pipes having an Internal
Diameter Exceeding 3 inches and not Exceeding 6 inches.

(a) Copper pipes having brazed longitudinal seams should be
stripped and tested by hydraulic pressure at least once in every four
years.

(b) Iron, steel, or solid-drawn copper pipes should be stripped for
not less than 2 inches at each flange and tested by hydraulic pressure at
least once in six years.

Alternative Method of Testing Steam Pipes: As an alternative to testing
all the pipes at one time, owners may in future arrange to present at the
outset selected pipes or sections of pipes for inspection and hydraulic
tests, on the understanding that all pipes that are required to be tested
periodically will be similarly examined and tested in rotation at
appropriate times, so that every pipe in the main and auxiliary ranges will
be examined and tested at intervals not exceeding six years in the case
of iron and steel and solid drawn copper pipes and four years in the
case of copper pipes with brazed longitudinal seams.





The procedure outlined has the practical advantage that pipes may
be removed from their position for purposes of testing. Surveyors
should avail themselves of any opportunity thus afforded for making a
thorough internal examination of pipes open for inspection.

It will be necessary to keep records of steam pipes tested on the
'running survey' principle to ensure that all pipes in a ship are tested
within. their specified period. The entry made in the appropriate section
of the declaration should give the successive dates, at six or four yearly
intervals on which the pipes -first selected were tested, with the
appropriate words 'running survey' added.

225. In all cases where the pipes are not wholly stripped, the
hydraulic test pressure should remain on the pipes for such time as the
surveyor considers necessary, but in no case for less than twenty
consecutive minutes. Any length from which leakage is observed at
other places than the joints of the flanges, should be stripped, repaired,
and re-tested.

The foregoing instructions apply to all steam pipes, the bursting of
which would probably cause loss of life or serious injury, but it is not
expected that surveyors will insist on the testing of small pipes, from
which the free outflow of steam would cause no danger or
inconvenience, and which would not easily burst in any circumstances.

When a vessel is surveyed for a passenger certificate after
transference from a foreign flag, or for the first time, all the steam pipes
should be tested as indicated in these instructions.

Severe corrosion has, in a number of cases, been found on the
outer surface of copper steam pipes which have been covered with non-
conducting material composed chiefly of asbestos combined with a
binding material, more particularly where the pipes have been wetted by
sea water. The surveyors should therefore pay special attention to the
examination and condition of copper steam pipes which may be covered
with asbestos and other porous lagging, especially when the pipes are
exposed to the action of sea water, and where they find any evidence of
the existence of corrosion, they should take special steps to satisfy
themselves that the pipes are of sufficient thickness and otherwise safe
for the pressure at which they are to be worked. It is most desirable that
copper pipes which would be liable to be occasionally wetted by sea
water should be efficiently protected by a waterproof covering,over the
lagging, which should be free from acid and otherwise non-corrosive.





Boiler Mountings.

226. The surveyor in his examination of the machinery and boilers, is
particularly to direct his attention to the sefety-valves, and, whenever
he considers it necessary, he is to satisfy himself as to the pressure on
the boiler by actual trial.

The surveyor is to fix the working pressure at which the safety-
valves will blow off, and the responsibility of issuing a declaration
before he is fully satisfied on the point is very grave. The law places on
the surveyor the responsibility of 'declaring' that the boilers are in his
judgment sufficient for the working pressure allowed on the boiler.

227. When *the surveyor has determined the working pressure, he is
to see the safety-valves adjusted accordingly, and the springs fixed in
such a manner as to preclude the possibility of in any way increasing
the pressure. The limit of the working pressure is to be inserted in the
declaration, and should it at any time come to a surveyor's knowledge
that alterations have been made, or the loading of the valves has been
altered, or that the valves have been in any way interfered with, so as to
increase the pressure without the sanction of the Principal Surveyor of
Ships, he is at once to report the facts.

If any person places an undue weight on the safety-valve of any
steamship, or, in the case of steamships surveyed under the Ordinance,
increases the adjusted limit fixed by the engineer surveyor, he shall, in
addition in any other liability he may incur by so doing, be liable for
each offence to a fine not exceeding one thousand dollars.

228. Cases have come under notice in which there were pipes
between the boilers and the safety-valve chests. Such arrangement is
not in accordance with the Ordinance, which distinctly provides that the
safety-valves shall be upon the boilers.

The surveyors are instructed that in all new boilers, and in boilers
in which alterations can be easily made, the valve chest should be
placed directly on the boiler; and the neck, or part between the chest
and the flange which is bolted on to the boiler, should be as short as
possible and be cast in one with the chest.

In the case of vessels that have not previously had a passenger
certificate, if there is only one safety-valve on any boiler, the surveyor
should not grant a declaration without first referring the case to the
special Principal Surveyor of Ships for his special instructions.

229. It is clearly the duty of the masters and engineers of vessels to
see, in the intervals between the surveys, that the locked-up safety-
valves, as well as the other safety-valves and the rest of the machinery,
are in proper working order. There is





no provision in the Ordinance, exempting the owner of any vessel on
the ground that she has been surveyed by the Government surveyors,
from any liability, civil or criminal, to which he would otherwise be
subject. The Ordinance' requires the statutory safety-valves to be out
of control of the engineer when the steam is up; this enactment, far from
implying that he is not to have access to them, and to see to their
working at proper intervals when the vessel is in port, rather implies the
contrary; and the master should take care that the engineer has access
to them for that purpose. Substantial locks, which cannot be easily
tampered with and which are, as far as possible, weather-proof, should
be used for locking up the safety-valve boxes.

2 30. (a) The locked-up valves, that is, those out of the control of the
engineer when steam is up, should have an area not smaller, and a
pressure not greater, than those which are not locked-up, if any such
valves are fitted.

The aggregate area of the locked-up safety-valves of ordinary
spring-loaded type shall not be less than is obtained from the following
formulae, but in no case shall valves less than 11 inches in diameter be
passed without the sanction of the Principal Surveyor of Ships.

(1) For Saturated Steam:

A H x E

4.8P
where A Aggregate area of safety-valves in sq. inches,

E Evaporation in Ibs. per square foot of heating surface
per hour with a minimum value 6,

H Total heating surface to which factor E applies,

P Absolute pressure of steam in Ibs. per sq. inch (that is,
working, pressure of boiler 15).

(2) For Superheated Steam:

As = A 14.

1000
where A, Aggregate area of safety-valves in square inches with
superheat,

A Aggregate area of safety-valves in square inches
without superheat,

Superheat of steam in degrees Fahr.

NOTE.-Improved High Lift Double Spring Safety-valves:





Cockburn-MacNicoll Patent Safety-Valves 11 inch to 5 inch
diameter for pressures up to and including 425 lbs. per sq. inch will be
accepted for boilers under the Government Survey provided that the
area of the valves supplied in any particular case is not less than one-
half that required by the regulations for ordinary safety-valves and that
the usual tests are satisfactory.

(b) All the *Safety-valves of each boiler may be fitted in one chest
which must be separate from any other valve chest and which must be
connected direct to the boiler by a strong and stiff neck, the passage
through which should have a cross-sectional area at least equal to one-
half the aggregate area of the safetyvalves in the chest.

(c) The waste-steam pipe and the passages leading to it should
have a cross-sectional area not less than 1.1 times the combined area of
the safety-valves as given by the above rule.

231. The surveyor is to examine the whole of the valves, weights,
and springs at every survey.

The responsibility of seeing to the efficiency of the manner in
which the valves are fitted, so as to be out of the control of the engineer
when steam is up, rests with the surveyor, who should see that the
method adopted is efficient and one that is approved by the Principal
Surveyor of Ships.

The safety-valves should be fitted with lifting-gear, so arranged
that the two or more valves on any one boiler can at all times be eased
together, without interfering with the valves on any other boiler. The
lifting-gear should in all cases be so arranged that it can be worked by
hand from some accessible place free from steam danger, and the
arrangement should permit of the valves being turned round on their
seats b by hand.

Care should be taken that the safety-valves have a lift equal to one-
fourth of their diameter; that the openings for the passage of steam to
and from the valves, including the waste-steam pipe, have each an area
not smaller than required by paragraph 230(c), and the area of the main
waste-steam pipe should not be smaller than the combined area of the
branch pipes. Each valve box should have a drain pipe fitted at its
lowest part, which shall be led to the bilge or to a tank clear of the boiler.

In the case of lever-valves, if the holes in the lever are not bushed
with brass, the pins must be of brass; iron and iron working together
must not be passed.

Too much care cannot be devoted to seeing that there is proper lift,
also that free means of escape for the waste steam are provided, as it is
obvious that, unless the means for escape of the waste steam are ample,
the effect is the same as reducing the area of the valves or putting an
extra load upon them.





The valve seats should be secured by studs and nuts. The valves
should have a clearance in the seats of at least 1/32 inch on the
diameter, and should not project below them.

232. The surveyor need raise no question as to the sufficiency of
spring-loaded valves, if the results of the steam trial for accumulation of
pressure are satisfactory, and if the following conditions are complied
with

(1) That at least two valves are fitted to each boiler. (2)
That the valves are of the prescribed size.

(3) That the springs and valves are so cased-in and lockedup that
they cannot be tampered with.

(4) That provision is made to prevent the valves lifting out of their
seats in the event of the springs breaking.

(5) That screw lifting-gear is provided to ease all the valves, as
required by paragraph 231.

(6) That the size of the steel of which the springs are made is in
accordance with that found by the. following formula:

3/ S x D d;
c

where s the load on the spring, in Ibs.,

D the diameter of the spring (from centre to centre of
wire), in inches,

d diameter or side of square of the wire in inches,
c 8,000 for round steel, and

c 11,000 for square steel.

(7) That the springs are protected from the steam and impurities
issuing from the valves.

(8) That, when valves are loaded by direct springs, the
compressing screws abut against metal stops or washers when the
loads sanctioned by the surveyor are on the valves.

(9) That the springs have a sufficient number of coils to require a
compression under the working load of at least one quarter the diameter
of the valve.

The number of coils required for a given compression, or the
compression due to the load, is given, approximately, by the following
formula





K x C x
N

D, or

s x D 3 x N
K

C x d4 where N
number of free coils in spring, K
compression, in inches,

d diameter of steel, or side of square, in sixteenths of an
inch,

C 22 for round, and 30 for square steel; and s and D have
the same meanings as before.

The steel of safety-valve springs should not as a rule be less than
1/4 inch in diameter or side of square, and the clearance between
separate coils should not be less than 3/16 inch when the spring is
loaded.

233. All safety-valves must be set to the working pressure under
steam and in no case is the surveyor to give a declaration for spring-
loaded valves, unless he has examined them and is acquainted with the
details of their construction, and unless he has tried them under full
steam, and full firing with the feed-water shut off and stop-valve closed.
The duration of the tests for accumulation of pressure shall be: on
cylindrical boilers, 15 minutes; on water tube boilers, for as long as the
water supply in the boiler permits with a maximum of 7 minutes. (See
paragraph 218(g) for tests of the safety-valves of evaporators.)

In all cases the results of the test under full steam should be
entered in the office records. If, however, the accumulation of pressure
exceeds 10% of the loaded pressure the surveyor should report the case
to the Principal Surveyor of Ships before granting his Declaration.

The surveyors are to use the pressure gauges supplied by the
Government, no steam gauge should be used without having a syphon
filled with water between it and the boiler and care should be taken to
see that the gauge pipe and syphon are clear before attaching the
gauge.

234. Safety-valves which have been passed and stamped by the
Board of Trade may be accepted by the surveyor if he is satisfied with
them after an examination. In the case of designs of safetyvalves which
have not been approved by the Board of Trade or the Government it will
be necessary for the makers to submit plans to the Principal Surveyor of
Ships for approval.

235. The following is a list of the names of spring safety-valve
makers whose standard designs have been approved by the Board of
Trade.





Names of Firms whose Diameters of

Standard Designs have Address. valves included
been approved. in Standard
Designs.

Andrews and Cameron* ......Glasgow 2 1/2' to
4'
Bailey, W.H., Co . ......Manchester 2' to 6'

11

Central Marine Engine Works West Hartlepool 1 1/2' 4'
..
Cochran Co . .......Annan
.. o 4'
Cockburn, A., Co . .Glasgow II' to 5'
Cockburns, Ltd . .....Cardonald 2' to 6' and Patent
......................High Lift Valves.
Cockburns, Ltd . .....Cardonald, Glasgow II' to 5' Improved
......................High Lift Double
......................Spring Safety Valve
......................Cockburn- MacNicoll
Patent.
Davie and Horne* .....Johnstone 2'6' to 5'
Dewrance Co . ......London 2' to 4'
Dickinson, John, Sons Sunderland 3' to 31'
Empire Company .......Manchester 2' to 6'
Grant, J. A_ Co . ..'Glasgow
Harland Wolff, Ltd . Belfast 3 1/2' and 3 3/4'
Holmes, C. D., Co . Hull 21' to 3 1/4'
Hopkinson, Ltd . .....Huddersfield 2' to 4.
Hunt, Mitton Co. .Birmingham 2. to

Moor Engineering and Pipe 1
22. to 5.

Works ........Sunderland..
Noakes, Sons ..........London 22:
Phillip Sons ............Dartmouth to 4'

Pollock and Macnab ........Manchester 2' and 3' to 6.
Sisson, W., Co . ........Gloucester 2' to 31-,'
Stevenson, J. C., Co ... Preston 3-
Turnbull Alexr., Co. . ..Glasgow 2' to 6
Worth, Mackenzie, Co . ..Stockton-on-Tees 121' to 3'

Makers for evaporators only.

236. (a) All cocks and valves connected to the boiler shall be so
arranged that can be seen without difficulty, whether they are open or
shut.

(b) All boiler-mounting valves over 11 inches diameter must have
outside screws on their spindles, and their covers must be secured by
bolts or studs and all are to be arranged to be shut with a right-hand
motion of the wheels.

(c) When boiler mountings ate secured by studs, the studs must
have a full thread holding in the plate for a length of at least one
diameter. If the stud holes penetrate the whole thickness of the plate the
stud must be screwed right through the plate and be fitted with a nut
inside the boiler. Where bolts are used for securing mountings they
must be screwed right through the plate with their heads inside the
boiler.











(d) The neck of stop-valve chests and other boiler mountings
should be as short as practicable.

(e) Cast steel or other approved material shall be used for boiler
mountings of all sizes, for steam fittings of 2 bore and over and for all
steam fittings subjected to temperatures exceeding 425'F

(f) The chests of stop and safety-valves, etc., should be tested
when new to double the working pressure.

237. A salinometer cock or valve must be fitted direct to each boiler
in a convenient position. It must not be on the water gauge stand-pipe.

238. Each boiler shall have a separate steam pressure gauge placed
where it can easily be seen. Double-ended boilers shall have a pressure
gauge at each end, likewise placed where they can easily be seen.

239. (a) No boiler or steam chamber should be so constructed, fitted,
or arranged that the escape of steam from it through the safety-valves
required by the Ordinance can be wholly, or partially, intercepted by the
action of another valve.

(b) A stop-valve should always be fitted between the boiler and the
steam pipe, and, where two or more boilers are connected with a steam
receiver or superheater, between each boiler and the superheater or
steam receiver.

Where there are more water-tube boilers than one connected
together, stop-valves of self-closing or non-return types are
recommended.

(e) There shall be as few auxiliary stop-valves as possible so as to
avoid piercing the boiler shell mote than is absolutely necessary. The
arrangement, however, must be such that when more than one boiler is
fitted it is possible to supply the steam whistle, the steam steering gear,
and the electric light machinery from at least two boilers.

240. (a) Every boiler as specified below shall have at least two
independent means of indicating the water-level, one of which must be a
glass gauge or an equivalent, and have marked on it in a contiguous
position easily seen, the level of the highest part of the heating
surfaces.

(b) All single-ended boilers 16 feet mean internal diameter or over
shall have a glass water gauge on each side. Single-ended boilers under
16 feet in diameter shall have one glass water gauge and one set of test
cocks or the equivalent of the latter.





(c) All double-ended boilers shall have a glass water gauge at or
near each end, on opposite sides, and a set of test cocks at each end, or
the equivalent of the latter.

(d) All vertical boilers shall have a glass water gauge and one set
of test cocks or the equivalent of the latter.

(e) All watertube boilers shall have at least two water gauges to
each boiler, fitted in such a way as to be quite independent of each
other. One of these must be a glass water gauge, while the other may be
an equivalent; but where water and steam drums exceeding 13 feet in
length are fitted athwartship, a glass water gauge is to be fitted at or
near each end of the drum.

The position of the glass water gauge of water-tube boilers in
which the tubes are entirely drowned when cold, is to be such that
water is just showing in the glass when the water level in the steam
drum is just above the top of the uppermost tubes when the boiler is
cold. In boilers, the tubes of which are not entirely drowned when cold,
the glass water gauges are to be placed, to the surveyor's satisfaction,
in the positions which have been found by experience to indicate
satisfactorily that the water content is sufficient for safety when the
boiler is worked under all service conditions.

241. (a) When the water-gauge cocks are not attached directly to the
shell of the boiler, but to a stand-pipe or column, cocks should be fitted
between the boiler and the stand-pipes.

(b) The ordinary type of stand pillar should not be less in internal
diameter than 21 inches for cylindrical boilers over 10 feet in diameter,.2
inches in internal diameter for boilers over 7 feet 6 inches in diameter
and up to 10 feet in diameter, and 1 inches in internal diameter for boilers
7 feet 6 inches and under in diameter. If the stand pillars are connected
with the shell by means of pipes the latter should be of copper or other
incorrodible metal and should be at least 11 inches in internal diameter
when fitted to 21 inch pillars; 11 inches in internal diameter when fitted
to 2 inch pillars; and 1 inch in internal diameter when fitted to 1,1 inch
pillars.



The upper ends of the pipes must be so arranged that there is no
pocket or bend in which water can lodge. The pipe should not pass
through uptakes if they can be otherwise arranged, but if this condition
cannot be complied with, they may pass through the uptakes by a
passage open for ventilation at least 2 inches clear all round.

(c) The cocks of all water gauges must be accessible from
positions free from danger in the event of the glass breaking.

(d) The surveyors should satisfy themselves by actual examination
whether the glass water-gauges of the boilers of the





vessels they survey are clear, and also whether they are fitted with
automatic valves or fittings, as the existence of such fittings cannot
always be ascertained by external examination. In all cases where it is
proposed to fit automatic gauges, full particulars thereof should be
submitted to the Principal Surveyor of Ships for consideration and
approval before the gauges are passed.

242. Test cocks, where practicable, should be fitted direct on the
boiler shell. A set must consist of at least three cocks except in boilers 7
feet 6 inches in diameter and under when there may be two.

243. Each boiler shall have a blow-off valve fitted direct to the shell.
The valve and its connexions to the sea need not be more than 11 inches
in diameter, and may be generally about one-tenth of an inch in diameter
for each foot in diameter of the boiler.

Blow-off valves and scum valves (when these latter are fitted) of
two or more boilers may be connected to one common discharge, but
when thus arranged there must be screw-down nonreturn valves fitted
for each boiler to prevent the possibility of the contents of one boiler
passing to another.

The blow off cock or valve on the ship's side must be fitted above
the level of the stokehold plates, in an accessible position, and must be
arranged so that it can be readily seen whether it is open or shut. The
handle must not be capable of being removed unless the cock is shut,
and if a valve is fitted the wheel must be fixed to the spindle.

244. (a) Each boiler shall have at least two distinct and independent
feed systems, each with its own check-valve attached direct to the
boiler. It is desirable that a stop-cock or stop-valve should be fitted in
each chest or between each chest and the boiler, so that the latter may
be shut off and either of the check-valves examined while the other feed
is at work.

(b) In water-tube boilers at least one of the feed systems shall be
fitted with an approved apparatus whereby the supply is controlled
automatically. The feed check-valves must be fitted with efficient
gearing, whereby they can be satisfactorily worked from the stokehold
floor, or other convenient position.

(c) If a boiler, not a water-tube boiler, is used solely as an auxiliary
or winch, boiler, one of the feed systems may be worked by an injector.

(d) It is most desirable that feed pumps should be reserved
exclusively for feeding the boilers, and that they should not be used for
other purposes whereby oil or other refuse may be passed into the
boiler.





(e) Feed pipes should comply with paragraphs 220 and 221 and feed
heaters, filters or other vessels through which the feed water passes on
its way from the pumps to the boilers, should be made sufficient for a
pressure 20 per cent in excess of the boiler pressure. An efficient relief-
valve (or valves), suitably adjusted, and of a type which does not
present a ready means of overloading, should he fitted where required
to prevent this pressure being exceeded in any part of the feed system,
under any conditions likely to occur. In cases where the main feed
pumps are independent of the main engines, the area of the relief-valve
(or valves) should not be less than half that of the feed discharge pipe,
pro-' vided the latter is sufficient to ensure a reasonable velocity of flow
in the pipe; but, when the main pumps are worked by the main engines,
the relief-valve (or valves) should be of at least the same area. as the
pipe.

Shafting

245. (a) Ingot steel for shafts shall be generally of 28 to 32 tons per
square inch standard quality, and comply with the requirements of
paragraph 165. If steel of other tensile strength is used the case should
be submitted to the Principal Surveyor of Ships.

(b) Couplings of wrought iron shafts may be welded to the body,
but those of ingot steel shafts shall be forged from the solid and may be
formed by upsetting the ends by hydraulic pressure.

Couplings, when separate from the shaft, may be forged from ingot
steel wrought iron, or scrap mild steel, or they may be steel castings.

(c) The webs of built crank shafts may be forged or rolled from
ingot steel, wrought iron, or scrap mild steel or they may be steel
castings.

The material of cast steel webs generally must be such that the
tensile strength does not exceed 32 tons per square inch, and it shall
comply with the requirements of paragraph 161.

(d) Fully dimensioned drawings of shavings giving full particulars
required for making strength calculations should be supplied.

246. (a) Turbine-driven installations shall have shafts the diameters
of which are not less than is given by the following rule--

d 3/ S.H.P. F

R





where d the diameter of the intermediate shaft in inches, S.H.P.
the maximum designed shaft horse-power,

R= the number of revolutions per minute at that power,

F 64.

(b) Wheel shafts of geared turbine-driven installations shall be in
diameter not less than 1.05 X d, but where there is only one pinion
gearing into the wheel, or where there are two pinions which are set to
subtend an angle at the centre of the shaft of less than 120 the diameter
of the wheel shaft at the wheel and the adjacent journals shall be not
less than 1. 1 x d. Abaft the journals the shaft may be tapered to 1.05 x d.

247. (a) Reciprocating steam-engine installations shall have shafts
the diameters of which are not less than are given by the following rules

d 3/D2 x S x p

V f (r +2)
where d the diameter of the intermediate shaft in inches,

D the diameter in inches of the low-pressure cylinder, or
the equivalent diameter where two or more low-
pressure cylinders are used,

S the stroke of the piston in inches,

p the working pressure in the boiler in lbs. per square inch,

r the ratio of the swept volume of the low-pressure
cylinder or cylinders to that of the high-pressure
cylinder or cylinders,

f a coefficient from the following table:

Type of compound, triple or quadruple f
reciprocating engine.

(a)...............................2 cranks at 90 . 1900
(b)...............................2 cranks at 180 . 1350
(c)...............................3 cranks at 120 . 2150

(d) 4 cranks balanced.. 2150

(e) 4 cranks at 90 . .............2100

(b) 1. Crank shafts of screw reciprocating engines shall be in
diameter not less than 1.05 X d.





2. Crank and paddle shafts of the reciprocating engines of paddle
steamers shall be not less in diameter than .94 x d, as obtained from the
foregoing formula.

(r) Crank webs of built shafts should have dimensions not less
than the followings

h .625 x

0.12 x
c
h

where d, the diameter of the crank shaft in inches,

h the thickness of the web measured parallel to the axis,

the thickness of metal around the eye-holes measured
radially.

Crank webs should be securely shrunk on the body pieces and
crank pins, or be forced on by hydraulic pressure.

248. Thrust shafts transmitting torque shall be at the collars not less
in diameter than 1.05 x d. Thrust shafts may be tapered down outside
the collars to the diameter d required for the intermediate shaft.

249. (a) Tube shafts shall be in diameter not less than 1.05 x d, and
any part of a tube shaft within the tube which may be exposed to sea-
water shall be in diameter not less than 1.075 x d.

(b) Tail shafts shall be not less in diameter than is given in the
following rule

dt d p

K7
where dt the diameter of the tail shaft in inches,

d the diameter of intermediate shaft required,
P the diameter of the screw propeller in inches,
K 144 where a continuous liner is fitted,
K 100 where a continuous liner is not fitted.

NOTE-By a continuous liner is meant a liner of which the whole
length is cast in one piece, or one which is made of two or more lengths
and in which the junctions of the separate pieces are made by fusion
through the whole thickness of the liner.

Tail shafts which run in stern tubes may have the end forward of
the stern gland tapered down to a diameter at the coupling flange equal
to 1.05 x d.





1136 CAP. 28111 Merchant Shipping (Instructions to [1969 Ed.

Surveyors) (Passenger Ships) Regulations.

[Subsidiary]

(c) The thickness of liners fitted on tail shafts or tube shafts should
in way of the bushes be not less, when new, than is given by the
following rule

dt 9.25

32

where the thickness of the liner in inches,

dt the diameter required for the tail or tube shaft within the
liner in inches.

The thickness of a continuous liner at the part between bushes
should be it.

Liners must be carefully shrunk on or be forced on to the shaft by
hydraulic pressure, and no pins to secure them shall be fitted.

(d) Effective means should be provided for preventing water from
having access to the shaft at the part between the aft end of the liner
and the propeller boss.

(e) The length of the bearing in the stern bush next to the propeller
should be not less than four times the diameter required for the shaft
within the liner.

Coupling 250. (a) The thickness of the coupling flanges at the pitch
flanges and circle of the bolt-holes shall be not less than the diameter of the
bolts. coupling bolts at the face of the coupling. The thickness of the
tail-shaft coupling shall be not less than one-quarter the diameter
required for the intermediate shaft.
The radius of curvature at the fillet where the flange starts
from the shaft should be not less than .125 of the diameter of the
shaft adjacent to the flange.
When couplings are separate from the shafts, provision should
be made to resist the astern pull.
(b) The coupling bolts should be in diameter at the joining
face not less than is given by the rule-
Diameter of coupling bolts
.V 3.5 x n x rb
where d the diameter required for the intermediate shaft
in inches,
rb the radius of the pitch circle of the bolts,
n number of bolts in the coupling.

Distilling251. Steam for working the distilling apparatus is not to be
apparatus.taken from the main boilers. The boiler or evaporator used must
not be filled or fed with water from the surface condensers of the





1969 Ed.] Merchant Shipping (Instructions to [CAP. 281
Surveyors) (Passenger Ships) Regulations.
main engines, and no exhaust steam from the feed pump or other
engine may be permitted to go into the condenser of the distiller
if appliances for the introduction of lubricants are fitted to the
steam pipes or to the steam cylinders. Zinc, boiler fluid, tallow,
or oil must not be used, and no boiler or evaporator should be
passed with fittings for using these substances. Surfaces of parts
made of copper in contact with steam or drinking water should be
tinned.
A distilling apparatus must have a filter of sufficient capacity,
which should consist of at least 20 cubic inches of animal charcoal,
and 20 cubic inches of gravel or limestone chips for every 100
gallons of output in twenty-four hours for which the distiller was
passed.
When the cooling water is pumped into the condenser. there
should be fitted an efficient escape-valve or other means of prevent-
ing over-pressure, which cannot readily be tampered with; and, if
the condensing portions of the apparatus or the cooler and filter
are unfit to bear the pressure on the boiler, an efficient safety-
valve which cannot readily be overloaded should be fitted between
the steam pipe and the apparatus.
The surveyor should satisfy himself as to the capability of
the man who is to have charge of the apparatus.
As the surveyor will be held wholly responsible for the
efficiency of the distillers, it rests with him to decide whether or
not the apparatus should, in the case of emigrant vessels furnished
with passenger certificates, be taken to pieces for examination
prior to any voyage, but the distilling apparatus of such vessels
must be taken to pieces for examination at least once every twelve
months, or oftener if the surveyor thinks it necessary, except when
an ample supply of fresh water is carried. The 'tubes or coils
should be tested to at least twice the load on the safety-valve on
the apparatus, or, in cases where no safety-valve is fitted, to twice
the highest working pressure of the boiler from which the apparatus
can be worked, and in all cases the machinery and boiler should
be thoroughly examined. The charcoal should be removed from
the filter, cleansed, or renewed at least once every six months.
After the distilling apparatus is put together again, it should
be tested as to the quantity and quality of the water made, and
this should also be done before the commencement of every voyage.
The water should be cool, pure, well aerated, and fit to drink
immediately it is drawn ofr from the filter.

252. The following have been approved by the Ministry OfList of approved

Shipping. Any departure from the designs as approved should be distilling
reported to the Principal Surveyor of Ships for consideration. apparatus.





Brown, A. and R., and Co.'s Patent.
Caird and Rayner's Patent. Davie and
Horne's Hocking and Co.'s Patent.
Kirkaldy's Patent. Quiggin's Patent.
Weir's

253. The attention of surveyors is called to the danger arising from
an escape of ammoniacal gas which may follow the breakdown of a
refrigerating machine in which anhydrous ammonia is used at the
working agent. Such a machine should be placed in a well-ventilated
isolated compartment, preferably on deck; but a refrigerating machine
which works on the absorption system, using an aqueous solution of
ammonia, may, if desired, be placed in the engine-room, provided that
the machine has been constructed in accordance with an approved
design, and that the engine-room is satisfactorily ventilated. In the latter
case, the machine should be periodically inspected by the surveyors.

No danger is to be apprehended from the escape of a moderate

quantity of gas (CO,) from a carbonic anhydride refrigerating machine
situated in a space not unduly confined and fairly well ventilated; and a
machine of this type may be placed in the engine room if the charge, or
portion thereof, which might be released by a breakdown of the machine,
or of one portion in the case of a duplex machine, does not exceed 300
pounds. If in any case the surveyor is doubtful regarding the matter, he
should submit for consideration full particulars of the machine, valves
for isolating

the compressor, &c., and a drawing showing the position of the
machine and the means of ventilating the engine-room.

Oil Fuel.

254. The greatest care should be taken in the survey of vessels in
which oil fuel is used in the boilers. These regulations are chiefly
directed to the prevention of fire, but immunity cannot be attained
unless installations are used and maintained with care and unless the
consequences of neglect are fully appreciated. Serious fires have
generally originated from apparently insignificant causes, such as
burning oil running out of the furnace fronts on to the tank top or an
almost imperceptible spray of oil from a defective gland or joint, not
perhaps readily noticeable but easily ignited. The conditions which are
most dangerous, and which it is most important to avoid, are conditions
which will allow a small fire to spread to waste oil that has been left to
accumulate in the bilges or on the double-bottom tank tops, and so get
rapidly out of control.





The rapidity with which fire can be communicated to oil, and the
rapidity with which it will spread, depend to a great extent on the
temperature of the oil relative to its flash-point. If the temperature of the
oil in the bilges and on the tank top even approaches the flash-point,
fire will spread with great rapidity, but if this temperature exceeds the
flash-point, there will be added a constant risk of explosion. It is,
therefore, of the greatest importance that surfaces upon which waste oil
may possibly collect should be kept cool. The under sides of boilers
should be well insulated, and the spaces below them should be
efficiently ventilated so that the temperatures there may be kept as low
as practicable, at least 30F below the flash-point of the oil.

The use of coal and oil alternatively, or together, especially the
latter, is strongly deprecated, though not absolutely prohibited, but
where such a course is proposed, the arrangements for carrying this out
must be submitted to the Principal Surveyor of Ships for consideration.

Surveyors should point out that it is necessary to have a careful
organization of the operations by those responsible for the safety of
the ship.

The scrupulous observance of cleanliness is essential to safety,
and the danger of fire can thereby be reduced to a minimum.
Carelessness in allowing deposits of waste oil and coal dust, or
defective and leaky joints and fittings will always be extremely
dangerous.

Passenger vessels in which oil fuel is used should be visited
whenever possible between surveys, and if the surveyor, as a result of
his observations either at the time of survey or during the currency of
the passenger certificate, is of opinion that there is not sufficient care in
respect of cleanliness and maintenance, he should report the case to the
Principal Surveyor of Ships for consideration, in order that it may be
decided whether a declaration for the full period of twelve months can
be issued or whether the current certificate should be withdrawn.

Woodwork should be rigorously excluded from boiler rooms and
no combustible materials should be stored near any part of the oil fuel
installation. Boiler room casings should be efficiently insulated by fire-
resisting material, more particularly when there is any possibility of
woodwork in the spaces surrounding the casings being affected by a
fire in the boiler rooms.

Special attention should be given to the positions and condition of
the fire appliances, including hoses, chemical extinguishers, and the
means for closing the stokehold to exclude air. The froth extinguishers
should be systematically tested, and so disposed as to be available in
case of fire in any boiler compartment.





If any difficulty arises in securing the adoption of the arrangements
indicated in these instructions, the matter should be referred for
consideration by the Principal Surveyor of Ships.

255. The flash-point of the oil must not be less than 150'F (close test)
when determined by recognized standard types of flashpoint apparatus.

With each supply of oil taken on board a written guarantee must be
supplied by the vendor, and signed by a responsible official in his
employ, of the actual close test flash-point, the type of instrument by
which the test was made being in every case specified. These particulars
shall be entered in the engine-room log.

There must be provided a standard type of apparatus for
determining the close flash-point to temperatures up to 200F and
samples of every oil shipped for fuel purposes shall be tested by the
Chief Engineer according to the instructions laid down, to enable him to
ascertain and record that the 'close flash-point' of any oil is not below
150F

Vessels employed on the coastal trade or trading to Saigon,
Bangkok, Singapore, may be exempt from carrying a standard type of
apparatus for determining the flash-point if the Chief Engineer has
apparatus provided at the ports where bunkers are taken and facilities
are available for him to carry out the tests. A record of the tests must be
kept and submitted to the Principal Surveyor of Ships when requested.

The Chief Engineer shall draw and seal at the time of shipment a
half-pint sample of each supply of oil fuel taken on board, and such
samples shall be preserved by him, or by the owners, until all fire risks
from that supply of oil may be reasonably considered as past.

256. (a) The apparatus supplied Tor determining the close flash-point
of the fuel oil should be of the type known as the 'Standard Pensky-
Martens Tester' constructed to the specification of the Standardization
Committee appointed by the Institution of Petroleum Technologists, and
each apparatus must be certified by the National Physical Laboratory.

The oil to be tested by the Standard Pensky-Martens apparatus is
heated in an air bath which may be either a flame-heated metal casing or
an electrical resistance element; the important point in either case being
the rate of heating. Electrical heaters should be marked with the voltage
for which they are constructed which in each case should be the same
as the voltage of the electrical system on board the ship, and the heater
should always be used at the proper voltage.





(b) The adoption generally of the Pensky-Martens method is
required where new apparatus is supplied, and is recommended by the
Ministry of Shipping in all cases, but for the present, it may be optional
on board passenger vessels already provided with apparatus for the
alternative method of taking the flash-point by means of the Abel tester
cup fitted with stirrer. The tester cup should bear the Ministry of
Shipping approved stamp as complying with the requirements under the
Petroleum-Acts, as modified by Order in Council of the 7th May, 1907,
for viscous and sedimentary mixtures. The thermometer for use in the oil
cup should be graded up to 200F and the one for the water bath to a
temperature of 220F

(c) It should be seen that full instructions are supplied with each
apparatus. If consistent results within the limits of experimental error
(namely, 3F. for oils flashing at about 150F and 5F for oils
flashing at about 200F are to be obtained, it is most important that the
instructions issued with the apparatus should be most carefully
followed. Any departure therefrom, or any imperfections in the
instrument, may lead to inaccurate results. It is also important that all
samples of oil taken for testing should be contained in bottles or
vessels which have been carefully cleaned inside.

(d) Some small variation in the flash-points obtained may occur in
tests made of the same sample of oil with the same apparatus, but if the
results of three consecutive flash-point determinations carried out by
the same specified procedure do not differ from one another by more
than 4F the average if the three results may be taken as being the
flash-point of the oil.

257. (a) Oil fuel of the above description may be carried in cellular
double bottoms under engine and boiler compartments and under
ordinary holds; also in peak tanks, deep tanks and bunkers of approved
construction, particulars of which shall in the first place be submitted.
Consideration should be given to the avoidance, as far as possible, of
fuel bunkers in 'tween deck spaces over-hanging the boiler rooms, or of
oil fuel bunkers adjoining the ship's sides abreast the boiler rooms, but
where these are found to be necessary they must be subdivided into
compartments not exceeding 21 feet in length. To prevent the spread
of fire which may follow upon a collision or grounding in way of oil fuel
bunkers, the boiler and funnel casings shall be so insulated and all
doors and other openings therein so arranged that the heat from even a
fierce fire burning within the casings may not endanger the surrounding
wood work or accommodation. Provision is to be made for the
expansion of the fuel in the tanks.

(b) If the storage and settling tanks are to be constructed to the
requirements of Lloyd's Register, the British Corporation, or Bureau
Veritas, a copy of the detailed plans approved by the





classification society must be forwarded to the Principal Surveyor of
Ships for consideration. In other cases fully detailed plans of the
proposed construction, including riveting, must be submitted for
approval before the work is taken in hand. (See paragraph 25). Double
bottom compartments used for oil fuel storage are to be fitted with
watertight centre divisions, except in the narrow tanks at the forward and
after ends of the vessel. In other storage tanks suitable wash plates are
to be fitted where required. Where oil fuel is carried in wing spaces at
each side of the ship, suitable means are to be taken to comply with
paragraphs 13(8) and 25.

(c) Suitable provision should be made to isolate oil fuel from water
ballast, and pumping arrangements should permit of oil fuel transfer from
any one storage or settling tank to any other, or discharged overboard.

(d) If fresh water, either for use in boilers or for drinking,
is stored in a compartment adjacent to an oil tank, a coffer dam
is to be fitted, to prevent the water from being contaminated. If
spaces adjacent to cargo holds or double bottoms under cargo
holds are used for the storage of oil fuel, efficient means must be
provided by wells or gutter ways to prevent leakage from any oil
fuel compartment coming in contact with the cargo, and to ensure
that such leakage shall have free drainage into the limbers or wells.

(e) Where there is possibility of oil leakage from storage tanks or
settling tanks, suitable gutters or coffer dams are to be arranged, and the
drainage from the same led to sumps or wells.

In order that the gutter ways may be readily accessible for
inspection and cleaning, it is desirable that the stokehold platform
should be kept well clear of all bulkhead plating.

(f) In steamships trading in climates where the cold may cause the
oil to become viscous, heating coils should be fitted in the storage
tanks, or other approved means provided to cause the oil to flow freely
through the pipes.

258. (a) It is recommended that settling tanks should be constructed
separately from the hull structure.

(b) A suitable thermometer pocket is to be fitted to each settling
tank.

(c) Open drains for removing the water from the oil in storage or
settling tanks are not to be allowed unless the drain cock be of the
weighted lever or other self-closing type. The temperature of oil in tanks
which are furnished with open drains should not exceed 125F and
suitable notices to this effect should be displayed.

259. (a) Every bunker or storage tank is to be tested by filling it with
water to a head at least one foot more than can possibly come upon the
tank in practice. In new steamships the double





bottom is, however, to be tested with a head of water up to the
bulkhead deck, as required by paragraph 27.

(b) The test pressure to be applied to settling tanks is 15 lb. per
square inch including the head pressure. When testing, therefore, the
pressure gauge may be placed level with the bottom of the tank. If,
however, in ordinary conditions of service the head pressure on the
bottom of the tank exceeds 15 lb. per sq. in. the test applied should be in
accordance with sub-paragraph (b).

260. Each oil fuel tank or bunker must be fitted with an air pipe the
discharge end of which is to be led to the open air in a situation where
no danger will be incurred from the issuing oil vapour when the tank or
bunker is being filled, and each must be furnished with a wire gauze
diaphragm which can readily be removed for cleansing or renewal.

Where air pipes serve as overflow pipes there should be no
possibility of the overflow running into or near a stokehold, galley or
any other place in which it might be ignited.

Where air pipes pass through the cargo holds, arrangements must
be made for protecting them from being damaged.

261. (a) Suitable means are to be provided for ascertaining the oil
level in each tank, either by sounding pipes or by approved indicating
apparatus. Sounding pipes, if adopted, must not terminate in passenger
or crew spaces. Where sounding pipes or connexions to indicators pass
through the cargo holds, arrangements must be made for protecting
them from being damaged.

(b) Short sounding pipes to oil tanks situated below machinery
spaces should, as far as possible, be avoided, and, if fitted, should not
be passed either in tunnels or elsewhere unless fitted to close
automatically. Provision must be made. to prevent danger from any
overflow when filling tanks or bunkers, and if such pipes terminate in a
stokehold they should be so arranged that oil will not be discharged
therefrom on to any part of the boilers or fittings, if the self-closing
cocks at their upper ends are opened when oil is surging in the tanks,
due to the motion of the ship.

(c) No round gauge glasses must be fitted either to the storage
tanks or to the settling tanks; but suitably protected gauges of
approved design, having flat glasses of substantial thickness and cocks
whereby they will be shut off automatically or in the same manner as
required for the suction cocks on these tanks, may be allowed on
settling tanks.

262. (a) The pumps for the oil fuel burning system must be entirely
separate from the feed, bilge and ballast pumps and connexions. In
every ship there must be not fewer than two units





(a unit comprising pressure pump, filters and heater). All pumps used in
connexion with oil fuel are to be provided with efficient escape valves,
which must be in close circuit, that is, discharging to the suction side of
the pumps.

(b) For all oil fuel pressure pumps in each compartment, means are
to be provided for shutting off the steam supply to the oil fuel pressure
pumps from a position outside the compartment in which the pumps are
situated.

(c) Cocks or valves must also be interposed between the pumps
and the suction pipes, in order that pipes may be shut off when the
pumps are opened out for overhauling.

263. (a) Heaters must be to approved designs. If steam is used for
heating the oil fuel, the exhaust drain must discharge the water of
condensation into a tank where it can be seen whether or not it is free
from oil.

(b) The pipes, heaters and their fittings are to be tested after
jointing, to at least 400 Ibs. per square inch, or to double the working
pressure, whichever is the greater.

264. Save-alls or gutters are to be provided under the pumps, heaters
and strainers to catch oil leakage, or oil that may be spilled when any
cover or door is removed, and likewise at the furnace mouths to
intercept oil escaping from the burners.

265. (a) The oil pressure pipes must be of solid drawn steel and
those for conveying heated oil placed in sight above the platforms in
well lighted parts of the stokehold or engine room.

The thickness of the solid drawn steel pipes should not be less
than as found by the formula given in paragraph 279(a).

The scantlings of coupling flanges shall be made suitable for at
least 200 Ibs. per square inch working pressure, or the working pressure
to which the relief valves are loaded, whichever is the greater. The
flanges must be machined so that they are practically metal to metal, any
jointing material used being the very thinnest possible and impervious
to oil heated to 250F

The pipes and fittings are to be tested after jointing, to at least 400
lbs. per square inch, or to double the working pressure, whichever is the
greater.

(b) Other oil pipes must be of wrought iron or steel.

The scantlings of coupling flanges shall be made suitable for not
less than 100 Ibs. per square inch working pressure. The flanges must
be machined and the jointing material used must be impervious to oil.
After jointing, the pipes within the engine and





boiler spaces are to be tested to 30 Ibs. per square inch pressure or to
twice the maximum working pressure, whichever is the greater.

(c) All pipes must be led sufficiently high above the inner bottom
to facilitate inspection and repairs.

(d) AU oil pipes should be carefully fitted to ensure that the
flanges of valve chests, etc., are not unduly strained when the pipes are
connected.

266. All valves in connexion with oil fuel apparatus must be so
constructed as to prevent the possibility of any cover being slacked
back or loosened when operating the valves.

267. (a) All oil fuel suction pipes from storage or settling tanks
placed above the double bottom are to be furnished with cocks or
valves secured to the tanks and so geared that they may be shut off
from the deck above or from a compartment other than the one in which
they are situated, as well as from the latter compartment. If the filling
pipes are not connected to the tanks near the top, they must likewise be
provided with cocks or valves similarily operated, or else non-return
valves fitted.

(b) Oil filling lines should be furnished with adequate means of
relief to prevent the pipe line being subjected to excessive pressure
which may be occasioned by the careless closing of a tank-filling valve
while the filling pump is at work before another tank valve has been
opened.

The relief valve should discharge into an overflow or sludge tank.

(c) Master valves at the furnace fronts controlling the supply of oil
fuel to sets of burners should be readily accessible in emergency and
desirably should be quick closing and, where necessary, sectional shut-
off valves should be arranged to isolate air vessels in order to prevent
the discharge of oil which may be contained therein, in case of
derangement at the furnace fronts. Valves which control the supply of
heated oil to the system or sections of the system should be painted a
bright red colour, for identification in an emergency.

(d) As burners are frequently changed and as fires have occurred
through the escape of heated oil owing to a burner having been
improperly replaced, it is desirable that arrangements should be made so
that oil cannot be turned on to a burner unless it has been correctly
coupled up.

268. Funnel dampers should not, as a rule, be fitted; but, if fitted,
they must be provided with a suitable device whereby they may be
securely locked in the fully open position.





The smoke-box doors must be shielded and well fitting and the
uptake joints made airtight.

269. (a) Ample ventilation shall be provided in engine, boiler and
pump rooms, and also in all compartments adjacent to the storage tanks.

(b) The boilers are to be suitably lagged, it being most desirable
that the bottoms of oil-fired cylindrical boilers should be completely
covered with lagging, so that any oil which may have escaped on to the
tank top will not be heated to a dangerous degree.

(c) The clearance space between the boilers and tops of double
bottoms, and between the boilers and the sides of the storage tanks or
bunkers in which oil fuel is carried, must be adequate for the free
circulation of air necessary to keep the temperature of the stored oil well
below the flash-point; and bunkers whcih overhang the boilers are to be
fitted with shield plates so arranged as to prevent any oil leakage
dripping on to the boilers.

Where water-tube boilers are installed, it is recommended that there
should be a space of at least two feet six inches between the tank top
and the underside of the pans forming the bottom of the combustion
spaces.

(d) There must be no woodwork in the stokehold or compartment
containing the settling tanks, and no wood or other combustible matter
should be allowed to accumulate therein or in the vicinity of the fuel
tanks.

Oil fuel pumps, heaters, etc., should not be situated in close
proximity to engine store rooms where inflammable material is stored.

(e) Bilge suction pipes of lead are not permissible in boiler spaces
or engine spaces where settling tanks or oil fuel pump units are situated.

(f) The inner plating of the machinery compartments referred to in
sub-paragraph (e) should not be coated with cement having a bitumastic
or similar base, unless it is clearly demonstrated that the cement is
neither inflammable nor capable of evolving obnoxious fumes in the
event of a fire in the compartment in which it is used.

270. No special regulations with regard to electrical installations,
beyond those at present in use in passenger and other steamers, are
necessary in the stokehold or other well-ventilated spaces, but in any
space where oil vapour may accumulate, no artificial light capable of
igniting inflammable vapour shall be allowed. Such spaces are to be
illuminated by means of an electrical installation,





preferably not on the single-wire system when the electrical pressure
exceeds 110 volts, and no switches or fuzes may be placed in any such
space. The electric lamps are to be protected by air-tight well glasses
and by wire guards, if the latter are considered necessary. Portable
lamps supplied with current through flexible cables shall not be
permitted. Self-contained battery-fed lamps, similar to those used in
fiery mines, must be provided for use in such spaces.

271. The fire extinguishing appliances should comply in all respects
with the Merchant Shipping (Fire appliances) Regulations 1935,
excepting in the case of ships engaged in special Trades (Simla Rules)
which may claim certain exemptions under paragraph 6 of those
regulations.

272. A plan, suitably mounted, of the oil piping arrangements should
be furnished for the guidance of the engineers; also printed or typed
instructions regarding the system, special attention being drawn to the
following items

(a) The escape of oil fuel heated to or above the flash-point is most
dangerous, and may result in an explosion or a fire should a .naked light
come into contact with the highly inflammable gas or spray which is
evolved.

(b) After lighting the burners, the torches should on no account be
thrown away before they have been carefully extinguished by means of
the appliances provided for the purpose.

(c) Cleanliness is essential to safety, and no oil should be allowed
to accumulate in the bilges or gutter ways or on the tank tops. In the
boiler and pump rooms these parts should be washed out at least twice
a day, or oftener if required, with a hose having a conductor, and the
wells should then be pumped dry.

(d) Before any tank or bunker which has contained oil fuel is
entered for any purpose, the oil should be entirely removed, and care
should be taken that all oil vapour is also removed by steaming and by
efficient ventilation. Satisfactory tests of the atmosphere in the tanks or
bunker should be made to ensure safety before inspection or work in
them is begun.

273. The following recommendations which have been adopted on
many vessels are the result of the experience of operating oil fuel
installations during the last few years

(a) In order to avoid oil fuel being wasted, or being discharged into
the waters of harbours and other navigable waters, it is desirable that an
overflow tank of suitable capacity and fitted with an alarm device
should be arranged to receive the overflow from oil storage and settling
tanks and the discharge from relief valves on filling lines.





(b) Very great care should be exercised in the case of installations
in which coal or oil fuel may be used alternately, and the indiscriminate
use of oil or coal is strongly deprecated. In every case, before a change
from coal to oil is made, all dust and coal debris should be removed and
the entire stokehold thoroughly washed down and cleaned; the latter
process should be carried out on reversion from oil to coal.

274. Details of galleys equipped with oil fired cooking ranges should
be submitted for consideration before being passed on passenger
vessels.

The following general principles should be observed

(a) The galley should be constructed of steel. It should be
properly ventilated, and suitably insulated from adjacent woodwork.

(b) The position of the galley should be such as to ensure that a
fire in that space will not prevent the escape of passengers and crew
from their respective quarters.

(c) The oil fuel tanks should desirably be placed outside the galley,
and the supply of oil to the burners should be controlled from the
outside.

(d) The oil tanks should be fitted with air pipes, led to a suitable
height. The open ends should be fitted with wire gauze. Convenient
means for filling the tanks should be provided so that oil is not spilled
on to the deck.

(e) The flash-point of the fuel oil should not be less than 150cE

A suitable number of portable froth extinguishers should be
provided and arranged in convenient and accessible positions.

Heavy Oil Engines.

275. Shafts should be constructed to dimensions which will keep
stresses within reasonable and safe limits.

For engines of ordinary types working on four or two-stroke
cycles, shafts designed to the rules of Lloyd's Register of Shipping,
British Corporation, and the Bureau Veritas may be accepted.

When the initial pressure exceeds 500 lbs. per square inch, or if the
engines are double-acting or of other special types, the case should be
submitted with the necessary particulars of the engines.

The proportions of built crank shafts and couplings and the
diameters of tube and propeller shafts should be designed in
accordance with the requirements for the shafting of steam engines.





The material of all shafts should be tested in accordance with
paragraph 245.

276. The water passages of the cylinders, covers, and pistons
should be hydraulically tested to at least 30 lbs. per square inch.

Cylinder liners should be made of close-grained cast iron of
suitable quality. Liners that are completely machined inside and out
need not be hydraulically tested provided that there is no evidence of
unsoundness, and that they are not less in thickness at the upper part
than 1/15 of the inside diameter of the cylinder.

277. (a) With an air pressure of 300 lbs. per square inch the capacity
of the air receivers for manoeuvring purposes should not be less than
about 10 times the total cylinder volume of four cylinder engines, and
seven times the total cylinder volume of engines with six or more
cylinders. These proportions should be modified when necessary to
suit the air pressure and number of cylinders in any particular case.

The foregoing should be regarded as the minimum in any
passenger vessel, especially when it is habitually manoeuvred in rivers,
estuaries or difficult approaches to docks, but in no case should the
capacity of the receivers be less than is required to contain sufficient air
to permit of at least twelve consecutive startings of each main engine
without replenishment from the compressors.

(b) Riveted air receivers shall comply with the rules for cylindrical
steam boilers as regards the cylindrical portion of the shell.

The working pressure allowed on dished ends which are convex
outside, as usually fitted, should not exceed that obtained by the
following rule

W.P. 18 X S X

R

where W.P. working pressure in lbs. per square inch,

S minimum tensile strength of the dished plate in tons
per square inch,

R inside radius of end which should not exceed the
diameter of the shell,

thickness in 32nds of an inch.

The inside radius of the curvature at the flange must not be less
than four times the thickness of the dished end plate, and must in no
case be less than 21 inches.





When a dished end has a manhole in it the thickness of the dished
end plate, as found by the rule, must be increased by 4/32nds of an
inch.

Riveted receivers shall be tested hydraulically to a pressure of (11
W.P. 50) Ibs. per square inch.

(c) Means of access to the receivers shall be provided. They shall
be fitted with efficient drains for removing oil and water, and also with
relief valves and fusible plugs in accordance with the requirements of
paragraph 283.

278. (a) High pressure air bottles should be solid drawn, and made of
mild steel of suitable quality.

The ends should be worked down from the solid-drawn tube.

The tubes should be gauged after drawing and they should be of
reasonably uniform thickness. If the material has been tested with
satisfactory results (see paragraph 177), and the thickness gauged by
the surveyor before the ends are closed, a maximum working pressure
not exceeding that obtained from the following formula may be allowed

W.P. 35 x S x
D

where W.P. working pressure in Ibs. per square inch,

S transverse tensile strength of tube in tons per square
inch,

D =.internal diameter of bottle in inches,

thickness of the material in 32nds of an inch.

The bottles shall be carefully annealed and afterwards tested
hydraulically to twice the working pressure allowed.

(b) The bottles shall be fitted with efficient drains for removing oil
and water, and with relief valves and fusible plugs, in accordance with
the requirements of paragraph 283(b). Means for internal inspection and
cleaning shall be provided.

279. (a) The thickness of solid-drawn steel pipes should not be less
than is obtained from the formula:

W.P. x D


120

The thickness of solid-drawn copper pipes should be not less than
is obtained from the formula:

W.P. x D



60





where W.P. working pressure in Ibs. per square inch,

thickness of tube in one-hundredth of an inch,

D internal diameter in inches.

(b) Fuel oil and blast air pipes shall be solid-drawn. Couplings,
unions, and flanges should be well secured to the pipes, and couplings
should fit metal to metal.

(c) All pipes subject to internal pressure should be tested
hydraulically to twice the working pressure or alternatively to at least
1,000 Ibs. in excess of the working pressure.

280. At least two pumps, each capable of maintaining an effective
cooling service, should be available. Sight discharges or other suitable
means should be provided for ascertaining readily that the service is in
order and that water is circulated in sufficient quantity through each
branch circuit to cylinders, pistons, etc. The water passages should be
formed to avoid air pockets, and where air may lodge pet-cocks should
be fitted.

Suitably placed sighting doors should be provided in cylinder
jackets and covers for cleaning and inspection, and strainers should be
fitted to the pump suctions which can be cleaned from inside the ship.

The test cocks on exhaust manifolds should be of the straight
through type and should be kept clear so that leakage of cooling water
may be readily ascertained.

281. A spare lubricating oil pump should be provided. Air locks in
the system should be avoided, and the suctions should not draw air in
any ordinary conditions of service at sea.

A pressure gauge should be fitted and there should be provision
made for ascertaining by sight that oil is circulated in sufficient quantity
to all parts connected with the system.

Suitable strainers should be fitted, and at least two pumps should
be available for circulating water through the oil coolers.

282. (a) Where fuel is injected by air, one main air compressor should
be provided for each set of main engines; and, in addition, for single
screw engines an auxiliary compressor capable of supplying air to keep
the engines going at a reasonable speed (about three-quarter power).

(b) When twin-engines are fitted, with two main compressors, an
auxiliary compressor shall be provided which shall be capable of
supplying air to one engine at about three-quarter power.

If, however, each main compressor is sufficiently large to supply
both of the twin-engines the auxiliary compressor may be





of smaller size. In all cases the arrangements and the total capacity of
the blast air bottles should be such as to permit of any one working air
bottle being out of action without affecting the power of the main
engines.

(c) One auxiliary compressor, which may be an additional one of
small size, shall be so driven by oil or steam engine that it will be
available at any time for charging the air receivers when there is no
compressed air for starting purposes.

(d) The high pressure compressor cylinders should be tested by
hydraulic pressure to twice the working pressure. All cooling coals
should be tested by hydraulic pressure to twice the working pressure of
their respective stages.

283. (a) Each engine cylinder should be fitted with an efficient relief
valve, the discharge from which should be so directed as not to be
harmful to those in attendance.

(b) Relief valves suitably loaded should be fitted so that any
possibility of over pressure in any manoeuvring air receiver, or blast air
bottle shall be avoided. On any receiver or bottle which can be isolated
from a relief valve a suitable fusible plug or plugs shall be fitted to
discharge the contents in case of fire.

(c) A relief valve should be fitted in the high-pressure discharge
from each air compressor; and there should be a relief valve or safety
diaphragm on the casing of the high pressure air cooler of the
compressor so that ample relief will be afforded in the event of a high-
pressure air tube bursting.

(d) Oil separators should be fitted in the interstage and final
discharge pipes of compressors, and it is also desirable that flame
interceptors be fitted in both the compressor discharge and blast air line
of piping.

(e) Non-return valves should be fitted in the fuel pipe line to
prevent blast air from entering the fuel pipes, and one or more non-
return valves should also be fitted in each branch of the blast air piping
to prevent the passage of oil or flame from the cylinders. The valve, or
one of the valves so fitted should desirably be placed at or near the
junction of the blast air pipes with the fuel valve casing.

284. The reversing gear should be such that when manipulated
quickly from ahead to astern or vice versa there should be no possibility
of the engine continuing to run in the direction contrary to that
corresponding to the position of the gear.

285. If a boiler is fitted it should desirably be placed in a compartment
separate from the main engine room. The oil burning installation should
conform to the requirements of paragraphs 254 to 273 inclusive, in so far
as they may be applied.





286. The oil storage and settling tanks should. as regards
construction and equipment conform to the requirements of paragraph
257, etc.

287. (a) The machinery spaces should be amply ventilated, so that
explosive vapour and noxious gases injurious to health may be
exhausted from the engine room.

(b) Exhaust pipes and silencers which may at exposed parts be
liable to become heated to redness should be water cooled.

288. On all passenger steamships and motor vessels a sufficient
outfit of stores and tools suitable for the service should be provided
including a quantity of assorted bolts, nuts and washers; stock and
dies; anvil and 'forge; drilling braces and drills; screw jack; blocks and
lifting tackle; tube expanders for boiler, etc.

In addition the following spare gear should be provided

(a) Steamships with Reciprocating Engines.

One set of piston springs.

Two piston rod bolts and nuts.
One pair crosshead brasses

Two connecting rod bottom end bolts and nuts.
One pair bottom end brasses.

Two main bearing bolts and nuts.
One set of coupling bolts.

One set of feed pump valves.

One set of valves, if used, for each s ize of bilge pump. One
air pump bucket rod and one set air pump valves.

One circulating pump bucket and rod, or spindle and impeller. One
set circulating pump valves, if required.

One spring for each size of pump escape valve.

One safety-valve spring for each twelve valves of the same size.
Nine boiler tubes with three additional for each boiler.

Fifty condenser tubes with packing.

(b) Steamships with Turbine Engines.

Two bolts or studs with nuts for each size of rotor bearing. Two
bolts or studs with nuts for main gear bearing.

Two bolts or studs with nuts for pinion bearing.
One set of coupling bolts of each size.

One-twentieth of total number of bolts or studs and nuts for each
turbine casing joint.





One-twentieth of total number of bolts or studs and nuts for
each gear case joint.

One set bearing bushes for one gear wheel shaft.

One set bearing bushes for pinion shafts.

One-half set of packing rings or segments for each gland of
rotor shafts so fitted, and half the number of springs fitted.

Two ordinary thrust horsehoes for main thrust-block, or
sufficient pads for one face of Michell type of main thrust-block.

Turbine thrust and adjusting bushes with rings complete, or
one set of pads of Michell. type for one turbine of each size
fitted.

One set of liners for adjusting block of different thicknesses.

Spare gear for pumps and boilers as for steam reciprocating
engines.

(c) Motor Ships with Diesel Engines.

(1) Main Engines and Compressors:

One cylinder cover complete with valves and fittings.

One additional set of valves for one cylinder complete with
springs and fittings.

Total of half set for one engine of exhaust valves complete
including those mentioned above.

One piston complete with springs, etc.

One additional set of piston rings.

Half number required of fuel valves.

One set of studs and nuts for each design of cylinder cover.

One set telescopic cooling pipes for each main engine if
used.

One set skew wheels for cam shaft drive if used.

Two crosshead bearing bolts and nuts or one gudgeon pin if
trunk pistons are used.

Two connecting rod bearing bolts and nuts.

Two main bearing bolts and nuts.

One set of crank coupling bolts.

One set of intermediate shaft coupling bolts.

One set of each size of piston rings used in the main air
compressors.

One set of suction and delivery valves for each size used in
compressor.

One fuel pump or all working parts for one fuel pump.







(2) For each size of essential Auxiliary Diesel Engine:

One set of valves for one cylinder complete with springs and
other fittings.

Fuel valves for one-half the number of cylinders.





One set of piston rings.

One set studs and nuts for one cylinder cover.

Two crosshead bearing bolts and nuts or one gudgeon pin which
trunk pistons are used.

Two crank pin bearing bolts and nuts.

Two main bearing bolts and nuts.

One set of rings for one piston of each size used in the air
compressor.

One set of suction and delivery valves for each size used in the air
compressor.

One additional fuel pump, or all working parts for one fuel pump.

(3) Auxiliary Pumps, Pipes, etc.:

One suction and one delivery valve for the daily fuel supply tank.

One set of suction and delivery valves for each size of bilge pump,
if used, or one spare impeller and shaft if bilge pumps are of the Electric
Rotary Type.

A supply of piping and couplings for the high pressure fuel and
air systems stems.

In general, alternative machinery should be available to replace
auxiliary machinery performing essential services in the event of
derangement or breakdown. In certain cases not specifically referred to
in the regulations as requiring to be fitted in duplicate, it may be
sufficient if spares of parts are supplied.

In all cases a list of spares should be submitted for consideration.

289. When application is made for survey for passenger certificate in
the case of a vessel propelled by electricity, the surveyor should be
guided as to the survey of the hull and equipments by the regulations
with respect to the survey of steamships. If the propelling machinery, or
any portion of its accessories, is such as will, in the surveyor's
judgment, injuriously affect the hull or equipments, or any portion
thereof, the surveyor should report fully to the Principal Surveyor of
Ships regarding the effects anticipated, and the means, if any, for
preventing them, which the owner is willing to adopt.

With regard to the propelling machinery employed (including
accessories), the surveyor should, before issuing his declaration, report
fully to the Principal Surveyor of Ships as to the principles involved in
its construction, and as to the external dangers, if any, which would in
his judgment attend its use, such plans being appended to the report as
may be necessary to make it intelligible.





The estimated speed of the vessel in knots, the number of revolutions
of the propelling shaft, and the probable time which the machinery is
capable of maintaining that speed should be included in that report.

The issue of the statutory declarations for vessels propelled in any
manner not contemplated by the Government regulations should in all
cases be withheld until the sanction of the Principal Surveyor of Ships
has been obtained.

290. Before the declaration is issued the ship should be tried in the
surveyor's presence for handiness in manoeuvring, going ahead,
stopping and going astern.

291. Generators, motors, switch boards, wiring and electrical power
and lighting installations generally will be accepted if constructed in
accordance with the Regulations for the Electrical Equipment of Ships,
issued by the Institution of Electrical Engineers.

The emergency generating set when fitted must be placed above
the bulkhead deck. It should be self-contained, easily started and
capable of running for thirty-six hours without replenishing the fuel
tanks. The power should be sufficient for operating the emergency bilge
pump and the boat lowering gear, if required, with all emergency lights
on.

Particular attention should be paid to the adequate lighting of all
spaces with a view to discouraging the crew from making dangerous
connexions by means of stripping bare the main cables or leads.

A wiring plan showing all circuits and the necessary particulars of
generators, motors, fittings, etc. should be submitted.

No alterations or additional lights are to be inserted in any circuit
unless approved by an engineer surveyor, who will witness a megger
test if necessary.

292. (a) The stock, tiller and rudder should be of adequate strength,
and the material should be tested. The dimensions of the parts
mentioned may be readily checked, but it is equally important that all
parts of the gear, including rods, chains, shackles, fair leads, etc., should
also be well made and of ample strength corresponding with the power
of the gear. The steering gear, including chains, should be thoroughly
overhauled at every survey, and taken to pieces and thoroughly
examined at least once a year. The chains and blocks that are liable to
interfere with or endanger the passengers or crew should be guarded by
portable but properly secured guards.





(b) With the view of relieving, as far as practicable, the rudders of
ships from severe and sudden shocks, springs or other suitable buffer
arrangements should be fitted to all power steering gears.

(c) The steam and exhaust pipes of steam steering engines should
be at least of the same internal diameter respectively as the steam and
exhaust connexions on the cylinders. The arrangements should be such
that water will not readily lodge either in the cylinders or in the steam
and exhaust pipes. Right-angled bends in the pipes should be avoided
as much as possible, and the pipes should be used exclusively for the
steering engines. When this is not the case, full particulars and
sketches should be submitted to the Principal Surveyor of Ships for
consideration.

(d) It is very desirable that the man at the helm should be so placed
that he has a clear look-out ahead, more especially in steamships that
frequent crowded harbours or rivers; and, in the case of steam or motor
launches, the surveyor should insist on suitable provision being made
for ensuring that the view of the helmsman cannot be obstructed by
passengers.

(e) Ships shall be provided with an auxiliary steering apparatus
which, however, may be of less power than the main apparatus and
need not be worked by steam or other mechanical power, provided
adequate arrangements for manual operation are practicable. A
duplicate main steering power plant may be considered as an auxiliary
steering apparatus within the meaning of this paragraph.

(f) A spare tiller, which has been properly fitted to the rudder-head
should, in all passenger steamships, be kept near the after steering gear
ready for immediate service, unless the working tiller is of special design
and strength, in which case a spare tiller may not be required, but full
particulars should be submitted for the consideration of the Principal
Surveyor of Ships. In large steamships the spare tiller if required should
be attached to the rudder-head ready for immediate use. Order spares
should be carried as indicated by the surveyor.

An efficient brake shall be fitted to enable the gear or tiller to be
changed should this become necessary.

293. (a) In view of the provisions of subsection (1) of section 29 of
the Merchant Shipping (Safety and Load Line Conventions) Act 1932,
which requires that on British ships helm orders are to be given in the
direct sense, the surveyor shall, before passing a steering gear,
ascertain by actual trial that whenever the wheel is turned over from the
midship position the rudder blade moves in the same direction as the
wheel is turned, that is, to the right or left of the ship respectively; and if
any 'tell-tale' or other indicating device is fitted, he should also see
that the pointer moves in the same direction as the wheel is turned.





(b) In the case of passenger steamships or launches coming under
survey for the first time, the surveyor should before issuing a
declaration, be satisfied with the behaviour of the vessel when the helm
is put hard over while the vessel is running at full speed. The time taken
to put the helm hard over, and the behaviour of the vessel during the
steering tests should be reported. In the cases of passenger vessels and
launches having exceptional speed relatively to their dimensions the
angle of heel obtained should be carefully ascertained.

294. Ships shall have sufficient power for going astern to secure
proper control of the ship in all circumstances. The astern power should
generally be not less than 60 per cent of the ahead power.

295. Where the auxiliary machinery, including the steering gear, is
entirely or almost entirely electrically driven, the starting switches
should as far as possible be placed on a single panel. Means shall be
provided to ensure a continuous supply of. power to the steering gear,
circulating pumps in steamers or cooling pumps in motor vessels, and
lubricating pumps, and also to the navigation lights and a reasonable
number of lights essential for navigating the ship and working the
engines.

When generators are run in parallel, the cut-outs should be so
arranged that in the event of partial failure of the supply, nonessential
services are cut out first, retaining the essential services mentioned
above in circuit with the generator or generators remaining in operation.

In a vessel fitted with a closed feed system it is desirable that
means be provided for automatically shutting off steam from the main
engines before overpressure occurs in the condenser.

296. The surveyor should occasionally test the accuracy of the
machines used by steel makers and others for testing material intended
for boilers and machinery. Standard steel measures, which should be
used with great care, are provided by the Government for this purpose.

Such machines should be thoroughly overhauled and verified
at intervals not exceeding twelve months. The surveyor should
not certify to the makers or owners, that the apparatus is correct;
but, when it is found accurate; they may see the necessary tests
made with it; if not reasonably accurate the surveyor should
decline to witness tests made by it.

297. These regulations may be cited as the Merchant Shipping
(Instructions to Surveyors) (Passenger Ships) Regulations.





APPENDIX 1.

FLOODING CURVES AND TABLES.

GENERAL DESCRIPTION.

A flooding curve for a vessel floating at a given water line and with given
permeability is one showing, for any point in the vessel's length, the maximum
length of compartment (having its centre of length at the point in question) which
can be laid open to the sea without at any point immersing a margin line drawn
three inches below the upper surface of the bulkhead deck, at side.

The length of compartment defined above is the 'floodable length' at that
point and is expressed as a percentage of the vessel's length.

The size and shape of a flooding curve depend principally on the freeboard
ratio (see notes which follow), and on the permeability of the flooded space (see
definition, par. 6); they depend, also, to a smaller extent, on the character of the
lines of the vessel and on the sheer of the margin lines forward and aft (see notes
which follow). Using the same vertical and horizontal scales for percentage of
length, the ends of a flooding curve terminate on straight lines drawn through
points in the base line representing the positions of the fore and after
perpendiculars, at an angle 0, where tan. 0 2. These lines are called the forward
and after terminals respectively.

Paragraph 9 requires that, in determining the floodable length, a uniform
permeability shall be assumed throughout the machinery space, another for the
fore and outside that space, and a third for the after end, all up to the margin line.
It will be seen therefore that; for a given vessel, three flooding curves must in
general be drawn more or less completely, corresponding to the three difrerent
permeabilities, the significant part of each depending on the positions of the
machinery bulkheads.

In order to determine curves of floodable length for any ship having
prescribed permeability, block coefficient, freeboard ratio and sheer ratios, the
Standard Diagrams* should be used. These give floodable lengths (for the two
permeabilities 60 per cent and 100 per cent), for a definite standard family of ship
forms of differing block coefficients, freeboard ratios and sheer ratios. The
floodable lengths obtained are in every case to be set off at right angles to the base
line of the floodable length curve. For the two permeabilities mentioned, the
curves of floodable length for any vessel of the standard form can be obtained
directly from the cross curves given in the Plates, by the method indicated on
Plate II*; whilst for any other permeability the appropriate curve may be obtained
(including terminal points) as follows

If 11 be the floodable length at the point considered for permeability 100 per
cent and 12 be the floodable length at the point considered for permeability 60 per
cent, then the floodable length (la) at that point for a permeability g will be given
by:

3 [12 11] 100

13 11

The Standard Diagrams of Floodable Lengths, etc., are published separately by the Ministry of
Shipping, London.





A convenient method of arranging the work to obtain the required curves is
indicated in Table 2 of this Appendix.

If the vessel under consideration conforms to standard type, that is to say, if
the coefficients (see Table 1 of this Appendix) closely approximate to those given
on Plates XXVI and XXVII for the standard form, the floodable length curve
determined as above will hold good for the vessel under consideration. If, however,
there are differences in these respects the curve obtained as above should be
modified as follows

Let A, Fig. 1, mark the fore-and-aft position of the centre of flotation of
mean water plane of the standard form, and A, that of the corresponding point for
the ship under consideration, the horizontal distance between them being mL where
L is the length of the ship. Take any point P on the standard form curve, distant x
from A, the ratio being represented by p, so L

that the value of p varies according to the position of P. Then the longitudinal
position of the point P1 on the new curve, corresponding to the point P on the
old, is given by:

X

X X 19 ai m n

where n and are the moment of inertia coefficient (see notes which follow) of the
mean waterplane of the standard form and the new form respectively. The length
of the ordinate MI P, is given by:

M1P1 MP X ai X Pi X 1

a 1 n

where a and ai are the area coefficients (see notes which follow) of the mean
waterplanes of the standard form and the new form respectively and P and P, are
the sectional area coefficients (see notes which follow) of the standard form and
the new form respectively, at M P and Mi Pi. Fig. 1.

C

a

C]

X,

X

Ai A

The plates referred to are given in the Standard Diagrams of Floodable Lengths, &c.





The sign to be used in the last factor of the above expressions will be when the
centre of flotation of the mean waterplane of the new form is before, and when it
is abaft, that of the standard form for sections forward of the centre of flotation,
and the opposite sign for sections abaft the centre of flotation. This work may be
conveniently arranged as in Table 3 of this Appendix. The coefficients required for
a new ship may be conveniently recorded as indicated in Table 1, whilst the similar
information for standard form is given on *Plates XXVI and XXVII

It may be noted that, if the longitudinal position of the centre of flotation of
mean waterplane does not very materially differ from that of the corresponding
standard form, the factor 1 ñ m -'p 1 may without material

1 n

error be omitted for both length of ordinate and its position.

The curves of permissible length are obtained from the curve of floodable
length by using the appropriate factor of subdivision; and it will be noted that these
curves will not extend at the ends to the terminal lines. They can, however, be
drawn in, when required, with sufficient accuracy, by means of the construction
shown in Fig. 2: Make A B 2 A D, and B C 4 D E, A being the lowest point of
the curve of permissible length, and A B horizontal; then a fair curve may be
drawn through A E C to meet the terminal line as shown in the diagram.

Fig. 2.

C




,,,Zen

U
of

e~

Le th

A B,\



The plates referred to are given in the Standard Diagrams of Lengths, etc.





Notes.

(i) The perpendiculars are taken at the extreme ends of the subdivision
loadline. Amidships is the middle of the length between these perpendiculars. The
load waterplane is that used in determining the subdivision of the ship, and is
parallel to the keel, whilst the mean waterplane is midway between the load
waterpIane and that drawn parallel thereto touching the lowest point of the margin
line. Areas and volumes are measured to moulded lines.

(ii) The sheer line or margin line for a ship of standard form consists of two
ordinary parabolas, each with apex at amidships and axis vertical, passing, at
amidships and at the ends, through points three inches below the surface of the
bulkhead deck at side.

(iii) Corrected margin line-If the actual margin line either forward or aft is not
of ordinary parabolic form,* or if its lowest point is not at amidships, a margin line
of ordinary parabolic form is to be drawn with its apex amidships level with the
lowest point of the actual margin line, and intersecting the latter either at a point
th of the ship's length from amidships or at the perpendicular according as the
actual sheer at the perpendicular is respectively greater or less than four times the
actual sheer at the th length position. (See Diagram 1 of this Appendix.)

amidships (corrected as necessary) and the draft amidships to top of keel. The
sheer ratio forward or aft is the ratio of the sheer of the margin line at the forward
or after perpendicular respectively, measured from the horizontal line through the
lowest point of margin line, to the draft amidships to top of keel.

(v) The mean waterplane area coefficient (a) is the actual area of mean
waterplane divided by L x B; and the mean waterplane moment of inertia
coefficient (n) is the actual moment of inertia of mean waterplane about a
transverse axis through its centre of flotation divided by L3 x B, where L and B are
the length and breadth of the vessel respectively as given in Table 1 of this
Appendix. The sectional area coefficient for any transverse section is the actual
area of that section up to the margin line divided by B x d, where d is the draft
amidships. Knowing these coefficients for the sections given in Table 1, a
curve of coefficients may be drawn, and values obtained for any intermediate
sections as desired.

A sheer line of ordinary parabolic form is one in which the sheer forward and aft measured at
points th and ths of the length of the ship from the perpendicular is 9/16ths th and th
respectively of the sheer at the perpendicular.





B.H. 2A.

S.L.S. No .

FLOODING CALCULATION.

CRITERION NUMERAL, FACTOR OF SUBDIVISION, AVERAGE
PERMEABILITIES ETC.
Name of Ship
.....................................................................................
Builders and No. of Ship
.....................................................................
Names of Owners
..............................................................................
Class of Certificate required
..................................................................
Intended Service
.................................................................................
Classification Society
...........................................................................
Loadline Assignment by
........................................................................

CRITERION NUMERAL (CS).*

Subdivision Length (L) ft.

cub. ft.

No. of Passengers (N) Whole Volume of

.6 x L x N (P1) cub. ft.........Ship (V)

(1) P, greater than P. Volume of Machinery

Cs 72 M 2 P,..Space, etc . (M)

(2) P1 not greater than P.
Volume of Passenger

CS 72 M+2P) and Crew Space (P)
V

No. of berthed passengers M P1

1

above margin line (N) Cs 72 IV P1 P)
Area measured above
margin line ....(A)
P 7A +4 LN ...(P1)

Not applicable to any ships not exceeding 60 tons net register other than public ferries.
Applicable to ships intended for service in the Sinila special trades. See paragraph 56.
1969 ed cap 281 I 164 1969 ed cap 281 I 165 1969ed cap 281 I 166




PARTICULARS RELATING To LOCAL
SUBDIVISION.

Dimensions and Volume of each
Main Whole Volume to Portion remaining intact after
Compartment. Margin Line.assuming damage over a length
of .02L 10ft

SURVEYOR'S REPORT.

I have checked the builders' calculations required for the purpose of
ascertaining the criterion numeral, factor of subdivision, permeabilities, etc., and
am satisfied that the results shown on this Form are correct.

Signature of Ship Surveyor ....................................

Port ....................................

Date
1969 ed cap 281 I 168 1969 ed cap 281 I 169 1969 ed cap 281 I 170 1969 ed cap 281 I 171 1969 ed cap 281 I 172 1969 ed cap 281 I 173 1969 ed cap 281 I 174 1969 ed cap 281 I 175 1969 ed cap 281 I 176 1969 ed cap 281 I 177 1969 ed cap 281 I 178 1969 ed cap 281 I 179 1969 ed cap 281 I 180 1969 ed cap 281 I 181 1969 ed cap 281 I 182 1969 ed cap 281 I 183 1969 ed cap 281 I 184 1969 ed cap 281 I 185 1969 ed cap 281 I 186 1969 ed cap 281 I 187 1969 ed cap 281 I 188 1969 ed cap 281 I 189 1969 ed cap 281 I 190 1969 ed cap 281 I 191 1969 ed cap 281 I 192 1969 ed cap 281 I 193 1969 ed cap 281 I 194 1969 ed cap 281 I 195




INDEX.

.A

Paragraph.

Accessibility of bilge distribution boxes, cocks, valves, etc ............. 122(d)
Accessibility of Sounding pipes........................... 124
Accessibility of Water to tail shaft liner...................... 249(d)
Accommodation, annual survey of......................... 96
Accumulation tests on boiler safety-valves.................... 233
Accumulation tests on Evaporator safety-valves.................218(g)
After-peak Bulkhead................................ 14

Air bottles.. .. ..... .......... 130(b), 177, 278

Air bottles Transverse strength of material.................... 177

Air Compressors.. ..... .......... 1 30(b), 282, 283

Air Pipes to fuel tanks........................... .. 130(b), 260,
274(d)
Air Receivers ........................... .. 130(b), 277
Air Receivers (riveted).......... ................ .. 277(b)
Air Pipes and sounding pipes......................... .. 15(4)
Alterations to bilge pumping arrangements.................... 118(b)
Alterations to Safety-valves......................... .. 234

Alternatives. Acceptance of equivalent airangenients .......... 118(d)

Alternative Machinery to replace defective auxiliaries............... 288
Anchors, chain cables, etc. ........................... 81
Angle of heel calculation.. ........................... 13,74
Angle, rivet and stay bars for boiler construction to be tested.......... 157-161
104, 147(b),
Annealing.......... ........................... 156(b), 167,
168, 171, 175
Annealing of Copper pipes ........................... 220(c)
Annealing of steel castings and forgings...................... 104

Annual Surveys....... .......... 89,130

Appropriation of spaces ...... ..... .................... 1(50
Approved designs, Distillers (List of).. .................... 252
Approved designs, Safety-valves (List of) .................... 235
Approved Steel makers (List of) ..... ..1................. 145

Arrangement of bilge pumping, drainage and pipes .......... 119, 120,122,

123,125
Arrangement of bilge pumping, on motor ships.................. 126
Arrangement of bilge pumping, (Modifications under Simia Rules) ..... 127
Arrangement of bilge pumping, (Modifications.for River Trade) ....... 128
Ash Shoots, Ejectors................................. 46
Astern Power. (Availability of)............... ....... 294
Authority and application of regulations ................ 118(a)
Authority of Governor to modify bilge pumping arrangements.. ....... 118(c)
Automatic feed systems.................... ....... 244(b)





A,-Continued.

Paragraph.

Automatic valves and fittings for water gauges.................241(d)
Auxiliary Compressors.............................. 282(b) (c)

Auxiliaries, Survey of................................130
Auxiliaries, Alternative machinery or spares.................... 288

B

Baffles or dash plates in evaporators to be removed...............218(c)

Ballast.. ................ 53(3)

Bell mouthing of boiler tubes and superheater tubes............... 210(b), 213(c)

Bends, Copper pipes....................... ...
220(b)

147(d) (e)

Bend tests of Materials intended for boilers and Machinery .. 148(b), I SS,

157, 159, 161,

166,170,177

Bend test-pieces, Dimension of..... ............ 125(i),

148(b111)

B.H.1 ..... .............. 1

Bilge Pumping Annual Survey...........................130(b).
Bilge Pumping Arrangement of pipes......................120
Bilge Pumping (Ballast system to be separate).................122
Bilge Pumping Diameter of Main and branch suctions............121
Bilge Pumping Direct suctions to machinery spaces............... 123
Bilge Pumping Drainage of insulated holds.................... 09
Bilge Pumping General requirements for passenger ships............119
Bilge Pumping Main injection valve......................... 125(h)
Bilge Pumping Motor ships...........................126
Bilge Pumping Mud boxes and strums......................123
Bilge Pumping Non-return valves............ .......... 122(b)
Bilge Pumping Oil Fuel ship bilges to be clean.................272(111)

Bilge Pumping Passenger ships subsequent to July 1931 ........ 11 8(b) (c)

Bilge Pumping Passenger ships previous to July 1931 .......... 11 8(b) (c)

Bilge Pumping Passenger ships (River Trade)..... .......... 128
Bilge Pumping Passenger ships (Simla Rules).................127
Bilge Pumping Pipes, (Diameter of)......................... 121

Bilge Pumping Pipes, Made of lead not permitted where oil fuel is carried..... 269(e)
Bilge Pumping Power pumps to be placed in a separate compartment..... 125(e)
Bilge Pumping Self-closing cocks to sounding pipes............... 124

Bilge Pumping Substitution of alternative appliance or arrangements..... . 118(d)
Bilge Pumping Suction pipes not to pass through D.B. Tanks.......... 120(b)
Bilge Pumping Tunnel well suctions......................... 123

Bilge Pumping Valves, cocks, etc .......................... 122







Blast air bottles................................... 130(b), 177,

278





B,-Continued.

Paragraph.

Blast air bottles Means for internal inspection................. 278(b)
Blast air pipes................................... 130(b), 279,
282(b)

Blow off valve of boilers.............................. 243

Ministry of Shipping Certificates for boilers, machinery and Auxiliaries..... 129(d) (e), 143,
144

Boilers Accessibility for inspection by surveyor.................133

129(b), 131,
Boilers Annual Survey of.............................. 133-137,

140-142
Boilers Auxiliary in motor ships......................... 285
Boilers Auxiliary valves to be as few as possible.................239(c)
Boilers Blow down valve.............................. 243

Boilers Brickwork and bridges to be removed .................131(b)

Boilers Certified by the Ministry of Shipping.................... 129(d)
Boilers Butt straps must be cut from plate.................... 178
Boilers Cocks and valves (Designs and Materials)............... ...236-244

Boilers Cracks in furnaces ..... 135
Boilers Declaration of the safety of.................... ..... 139

Boilers Defects to be reported...........................142
Boilers Defects when under test.........................137(e)
Boilers Departures from regulations to be notified to P.S.S...........139, 141(b)

Boilers Donkey.................................. 129(b), 285
Boilers Dressing the surface of shells......................137(f)

Boilers Drilling of furnace plate, shell, etc ..................... 133, 139
Boilers End plates to be shielded from hot gases.................178(e)
Boilers Examination of after hydraulic test.................... 137(f)
Boilers Extensive repairs, hydraulic test on completion of............137(e)

Boilers Feed arrangements.............................. 244
Boilers Girder stays, position of......................... 190(c)

Boilers Heating Surface, highest level to be marked............... 240

Boilers Hydraulic tests.. .. ............ 133, 135, 137,

162(4)
Boilers Hydraulic tests of boilers which cannot be examined internally..... 137(c)
Boilers Inside to be examined........................... 133, 137
Boilers Insulation of when using oil fuel...................... 269(b)
Boilers Insulation of boiler casings......................... 254
Boilers Lagging not to be applied to new boiler before hydraulic test..... 137(a)
Boilers Lifting of for inspection ......................... 136, 137(g)
Boilers Longitudinal stays.............................. 201
Boilers Manufacture and Materials of...................... 143-214
Boilers Materials to be tested...........................144,178
Boilers Means for examination and cleaning.................... 179
Boilers Mudholes and sightholes ......................... 179





B,-Continued.

Paragraph.

Boilers New arrangements of...........................141,234
Boilers Not to be certified if Surveyor not satisfied............... 136

Boilers Not to be hydraulically tested if regulations not complied with..... 137(d)

Boilers Oil fuel for.. .. .............. 254-256,285

Boilers Old.. ................ 137(b) (c)

Boilers Parts which cannot be seen at survey.................... 133
Boilers Plans should be submitted......................... 139

Boilers Plates which show defects when being worked into new boiler.....137(fy

Boilers Precautions regarding stays.. .. ............ 134
Boilers Pressure not to be increased.. .. ............ 140, 226~236
Boilers regulations not complied with.. .. ............ 137(c)
Boilers Right-hand closing of all valves on .............. 236(b)

Boilers Room casings to be insulated when oil fuel is used............254

Boilers Safety-valves.. ..... ............ 226-235, 239
Boilers Self-closing valves.. ..... .............. 239(b)

Boilers Small..................................... 133, 137(b) (c),
179

Boilers Stages of manufacture to be observed.................... 152
Boilers Stamping to the hydraulic test results on.................138

134, 148(a),

Boilers Stays.. .. ............ 157-160, 186,

.. 200-202
Boilers Steel makers, (Approved List)..... ..... ............ 145
Boilers Steel process of manufacture.... ..... ............ 143

Boilers Studs penetrating plate to have nuts on inside............... 236(c)

Boilers Survey of when connected to other boilers under steam.......... 133

Boilers Test cocks on.... .............. 242
Boilers Thick shell plates.. .............. 137(f)

Boilers Too hot to be examined......................... 133

.......................................162, 163, 203,
Boilers Tubes.. .. ............ 205, 207, 210,

213(b)
Boilers Uptakes etc. preventing examination of 133
Boilers Used for loading and unloading ship 129(b)
Boilers Valves to shut with right hand action 236(b)

Boilers Vertical.. .. .... . ........ 179

Boilers Water gauges; position of 240(a-e)
Boilers Water gauges; required 240
131(b), 207,







Boilers Water-tube.. ..... .......... 210, 213(b),

1 239(b)

Boilers Welding prohibited in certain cases.................... 134,178

Boilers Welding repairs of an extensive nature.. .......... 134
Boilers Working pressure and examination of plans ............ 137,226-236





B,-Continued.

Paragraph.

Boiler rules Auxiliary in Motor Ship......................285
Boiler rules Back and front tube plates......................191, 199
Boiler rules Butt straps.............................. 182
Boiler rules Combustion chamber stays......................202
Boiler rules Circumferential seams......................... 184(a_0
Boiler rules Cocks and valves...........................236-244
Boiler rules Compensating plates for large holes.................185(b)
Boiler rules Cylindrical drums for W.T. boilers.................208

Boiler rules Dished ends.. .. ............ 189
Boiler rules Doors (Manhole).. .. .............. 185,192,206
Boiler rules Flat plates.. .. .. . ...... 190

Boiler rules Furnaces, Corrugated or ribbed, or grooved............194
Boiler rules Furnaces, Maximum thickness of.................195(a)
Boiler rules Furnaces, Plain...........................193
Boiler rules Furnaces, Spherical......................... 195
Boiler rules Girders stays to Combustion Chamber tops............190(c), 240
Boiler rules Haystack boilers (uptakes of).................... 198
Boiler rules Headers and analagous fittings.................... 209
Boiler rules Headers Flat surfaces of......................209(d)

Boiler rules Hemispherical.. .. .............. 188
Boiler rules Large holes in shell..... .............. 185
Boiler rules Longitudinal stays..... .............. 201

Boiler rules Manholes and mudholes in flat plates.................192,206
-Boiler rules Manholes in shell...........................185,206
Boiler rules Ogee ring................................197

Boiler rules Pitch of Rivets.. .. .............. 180, 181
Boiler rules Pressure gauges.. .. .............. 238
Boiler rules Riveted joints.. .. .............. 183, 184
Boiler rules Salinometer cock.. .. .............. 237
Boiler rules Smoke tubes.. .. ............ 205

134, 148(a),

Boiler rules Stays.. .. .............. 157-160,186,

.. 200,201,202
Boiler rules Stays irregularly pitched.... .. ........ 1900

Boiler rules Stay tubes..... .. 203

Boiler rules Tubular superheaters for cylindrical boilers .......... 213
Boiler rules Washers, doublers and strips on flat plates .......... 190

Boiler rules Water tube (General)......................... 207, 239(b)
Boiler rules When applicable to evaporators, Generators, etc ........... 218
Boiler rules Working pressure on shells......................187

Bottoms (double extent of).. .. .............. 15
Brackets for propeller shafts..... .............. 106
Branches on Evaporators..... ............ 216

Brake for steering gear................. .. .............. 292(f)





B,-Continued.

Paragraph.

Breakdowns Surveyor to be notified.. ...................... 130(a)
Bronze Testing of.. ....... ...................... 144
Bulkhead Collision .. ....... ...................... 14(1)
Bulkhead Construction ....... ...................... 18
Bulkhead Construction (Coasting Trade)......................65
Bulkhead Construction (River Trade) ...................... 70
Bulkhead deck (Definition of)..... ...................... 6(4)
Bulkhead (examination for renewal of S. and P.C.)............... 93
Bulkhead (equivalent position of).. ...................... 13(5)
Bulkhead (Fire resisting) ....... ...................... 52
Bulkhead (Fire resisting) (Coasting Trade).................... 67
Bulkhead (Fire resisting) (River Trade)...................... 73
Bulkhead (Fire resisting) (Simia International)................. 63
Bulkhead Hose Testing ....... ...................... 26
Bulkhead Longitudinal ....... ...................... 19
Bulkhead Machinery and Aft Peak ...................... 14(2)
Bulkhead Minimum spacing of..... ...................... 13(6)
Bulkhead Openings in.. ....... ...................... 28
Bulkhead Openings in (River Trade) ...................... 71
Bulkhead Pipes through ....... ...................... 30
Bulkhead Recesses in.. ....... ..........
............13(3)
Bulkhead Spacing of.. ....... ..........
............1(5a)
Bulkhead Steps in .. ....... ...................... 13(4)

Bulkhead Stiffeners................................18(3)
Appendix 11
Butt Straps Effective strength of......................... 182

c

Cables, chain, etc.......................1.......... 81
Cargo and Coaling ports.............................. 47,49
Cargo and Coaling ports plans of......................... 74
Cast iron Malleable............................... 109
Cast iron Ordinary not allowed........................... 112
Cast steel crank couplings.............................. 245(b)
Cast steel crank webs................................ 169, 245(c)
Cast steel to be tested................................ 168-171
Castings principal steel, manufacture and testing of ship............ 100,106
Castings iron malleable, side scuttles, etc..................... 109-111
Castings (ordinary cast iron)........................... 112
Castings process of manufacture......................... 103, 104
Castings steel side scuttles, etc ............................107; 108
Cementing, survey prior to.............................. 3

Ceiling over bilges........................................ 119





Q-Continued.

Paragraph.

Certifying letters from Ministry of Shipping................... 129(d) (e)
Chains, rods and shackles for steering gear.................292(a) (b)
Circumferential seams (boilers)............................ 135, 184
Clockwise closing of boiler valves...................... 282(b)
Coal fired ships Direct bilge suctions required.................. 125(f)
Coal fired ships Bye-pass to main discharge................. 125(h)

Cocks, bilge..... .............. 122

Cocks, valves, etc. on boilers.. .. .............. 131(c), 236-244

Coils for Evaporators.. .. .......... 218(e) (f)
Coils for Distifiers.. .... . .......... 251
Collision bulkhead..... ............ 14(1)

CoWsion bulkhead scantlings, etc .......................... 18

Combustion Chamber stays........................... 158(b), 159,
160,202
Combustion Chamber stays nicked bend test.................... 160(c)
Combustion Chamber stays nuts......................... 202(c) (d)
Compartment (permissible length of)...................... 10

Compasses.. ............ 76-79

Compressors (Air)................................282, 283(e)
Compressors (Auxiliary).............................. 282(b) (c)

Construction and strength.... .............. 17

Construction existing ships.............................. 113

Construction survey during..... ............ 1

Cooking Ranges (Oil fired).............................. 274
Cooling water for cylinders.................... 1.......280

Copper pipes.. ..... ............ 220, 244(f)

Copper pipes (Air).......... ........................ 279
Copper pipes hydraulic tests of.......... ................. 220(c)
Copper pipes radius of curvature of bends in.................. 220(b)
Copper pipes surfaces of in distiHers to be tinned................. 251
Copper pipes working pressure........... ................. 220(b)

Coupling bolts and flanges.. .. .............. 245(b),
250
Cracks in boiler plates................. .. .............. 135
............................164, 167, 169,

Crank Shafts.. .. .............. 245, 247, 250,
........................................275

Criterion of Service.... .............. 11,56

Cylinders, liners and covers for oil engines.................... 276
Cylinders, cooling water for...........................280
Cylinders, (Motor) to have relief valve fitted.................... 283





.......................D
........................................Paragraph.
Deadlights....... .......... 49(2)

Decks, Examination of.... ............ 93
Decks, Openings in weather.............. .. .............. 50

Decks, W.T... .............. 20,93

Decks, Weathertight (definition of)......................... 6(14)
Declaration of safety of boiler of unknown history............... 139

Defects Engines, boilers, fittings or apparatus ............ 137(~) 142,

162(b)

Defects Plates and forgings to be free from .. ............ 137(e) 152

Definition of subdivision terms.. .. ................ 6
Delays Prevention of.. .. ............ 139,141(a)
Delta metal to be tested.. .. ............ 144

Deviations, from approved plans of boilers and machinery............141(b)

Deep tank suctions to have lock up valves or blank flanges.......... 122(a)

Diameter of bilge suction pipes...........................121
Diesel engines, annual survey of......................... 130
Diesel engines, Running survey of......................... 130-13 0(b)
Discharge Main and auxiliary...........................48
Discharge pipes, valves and scuppers......................44,45

Dished ends of air receivers.. ................ 277(b)
Dished ends of boilers..... ............ 189

Distillers.. ............ 251~252

Distillers capacity of................................251
Distillers copper surfaces of to be tinned......................251
Distillers safety valves for............................... 251

Distress Signals.. ................ 82-88
Donkey Boilers..... ............ 129(b)

Doors Cargo, etc........................ .. .............. 47-49
Doors fire resisting....................... .. .............. 52, 63, 67, 73

Doors (Manhole).. .. .......... 153;185,192,

206, 216

Doors Watertight in bulkheads.. .. .............. 32-41, 60, 66
Double Bottoms (extent of).. .. ............. is

Double Bottoms tanks, bilge pipes not to pass through............120(b)
Double Bottoms tanks, sounding pipes......................124
Draining tanks for oil fuel heaters......................... 263

Drainage of Air bottles..... ............ 278
Drainage of Air receivers.. .. .............. 277
Drainage of Steam pipes..... ............ 223
Drainage of Superheaters..... ............ 215
Draught (definition of)..... ............ 6(6)





D,-Continued.

Paragraph.

Dressing surfaces of boiler plates......................... 137(f)
Drums for Water-tube boilers............................208
Dry Docking after launching...........................4
Dry Docking Examination of hull......................... 90

Duties of surveyors..... ............ 89

E

Electric Lighting, Equipments...........................291
Electric Lighting, in oil fuel spaces......................... 270
Electric Auxiliary machinery...........................295
Electric Propelling machinery...........................289

Electrodes (General)..... .. ............ .
99

Elongation of Angle, rivet and stay bars for boilers............... 158, 161(b)
Elongation of Boiler plate materials......................... 154(c)

Elongation of Boiler tubes.. ....... ........ 162
Elongation of Forgings.. ............ 165
Elongation of Steel Castings.. .............. 169
Emergency Bilge Piping.. ............ 122(d)
........................................122(d),
Emergency Bilge Pumps.. ............ f 125(d) (g),
.....................................128(b) (c) (d)
Emergency Lighting and Power.. .......... ...
..............129(b)

Engine baffles and dash plates to be removable.................218(c)
Engine certified by Board of Trade......................... 129(d) (e)
Engine defects to be reported...........................142

Engine new arrangements.. ............ ...
141

Engine Oil.. .............. 275-
288

Engine Spares to be carried............. .............. ...

Engine Survey of.. .............. 129-
295
Engine Trials of.. ............ ...
132

Engine-room ventilation.. ............ ...
287

Equipment other than L.S.A ............................76-88
Escape of gases from refrigerator plant......................253

Escape valves to distiller.. ............ ...
251

Evaporators.. .............. 137,216-219

Evaporators Baffles or dash plates......................... 218(c)

Evaporators Diameter of reducing orifice to be stamped on.......... 218







Evaporators Flanges.. ............ ...
218(b)

Evaporators Large branches, doors and other openings............216(c)
Evaporators Mountings for...........................21 8(d)

Evaporators Steam coils.. ............ ...
218(e)
Evaporators Studs.. .......... ...
217

Evaporators Thickness of shell...........................216(a) (b), 218





Ei--Continued.

Paragraph.

Examination of boilers, means of.......... ............... 179
Exhaust valves, seats, springs, etc. to be examined ............... 130(b)
Existing Passenger Steamships........................... 113-117
Exits from W.T. Compts..............................51,62
Expansion, Provision for in steam and feed pipes.. ............... 222
Expansion, Provision for in Bilge pipes....... ............... 120(b)

F

Factor of subdivision................................ 10(2)
Feed, Automatic control of in Water-tube boilers.... ..... 244(e)
Feed, Heaters................................... 217,219
Feed, Heaters. hydraulic test of........................... 219
Feed, Heaters identification marks to be stamped on............... 219
Feed, Injectors......................... ..M....... 244(c)
Feed, Pipes (Arrangement of)......................... 1 244
Feed, Pipes (General)................................ 220,221
Feed, Pipes hydraulic test.............................. 220(c), 221(c)
Feed, Pumps, exclusive use for boiler feeding..................... 244(e)
Filters (Feed) 217, 219, 2441(f)
Filters (Feed) hydraulic test of........................... 219
Filters (Feed) identification marks to be stamped on............... 219
Filters (Feed) relief valves.............................. 219, 244(f

Fire appliances.................................... 254,271,
1 274(V1)
Fire in galley, provision for escape of passengers................. 274(b)
Fire insulation of boiler casings.................... ....... 254
Fire prevention in oil fuel ships.................... ....... 254
Fire resisting bulkheads...................... ....... 52, 63, 67, 73
Fire resisting bulkheads Annual survey............... ..... 96
Flanges on air receivers...................... ....... 277(b)
Flanges and bolts for shafting.................... ....... 250
Flanges on evaporators.. 217(b)
Flanges on headers and analogous fittings of water tube boilers ....... 209(c)
Flanges oil fuel pipe (Scantlings)................. ....... 265

Flash point (general instructions, etc.)...................... 254-256,272,
274(V)
Flat plates (Boilers)................................ 190
Flat headers of water tube boilers......................... 209(A
Flat plates manholes and mudholes in...................... 192,206
Flats, W.T. (Construction of)........................... 20
Flattening tests on rivet heads........................... 161(a2)
Flexible hoses to bilges.............................. 125(f)
Floodable Length................................... 7,8





F,-Continued.

Paragraph.

Floodable Length Calculation and curves .................... Appendix I
Foreign flags transference from (testing of steampipes)............... 225
Forgings (General instructions)...........................167
Forgings Manufacture and testing of hull.................... 100-106

Forgings tests to be made (machinery)...................... 148(a-b),
164-167
Form of ship, Check during building....................... 1
Freeboard (definition of).............................. 6(7)

Freeing Ports..... ............ 50(2)

Fuel Oil. Bilge suction pipes not to be made of lead............... 269(e)
Fuel Oil. Boilers to be lagged...........................269(b)

Fuel Oil. Burners.. .. ............ 267(d), 272,
........................................274QU)

Fuel Oil. Clearance between boilers and tank top............... 269(c)
Fuel Oil. ColTer dams.............................. 257(e)
Fuel Oil. Cooking ranges.............................. 274

Fuel Oil. Flash point.. .. .............. 254-256,272

Fuel Oil. Funnel dampers and uptakes......................268

Fuel Oil. Gauge glasses..... ............ 261(e)

Fuel Oil. General.. ..... ........... 254
Fuel Oil. Heaters.. ..... .......... 263, 269(d)

Fuel Oil. Lines of piping to be examined at annual survey.......... 130(b)

Fuel Oil. Pipes (materials of)............................265~272

Fuel Oil. Pipes to be tested...........................265,267,

279(b), (c)
Fuel Oil. Pipes to be fitted with non return valves............... 283(e)
Fuel Oil. Portable lamps (use of)......................... 270
Fuel Oil. Precautions to protect cargo......................257(f)

Fuel Oil. Pumps.. .. .......... 262,264
Fuel Oil. Settling tanks.. .. .............. 257-259,286
Fuel Oil. Storage ... .. ............ 257,259

Fuel Oil. Storage and settling tanks to be tested.................259(b)
Fuel Oil. Torches to be extinguished after use.................272(fl)
Fuel Oil. Valves and fittings...........................266,267
Fuel Oil. Valves of motor engines to be examined............... 130(b)
Fuel Oil. Woodwork prohibited in stokehold.................269(d)
Furnaces Corrugated, ribbed or grooved......................194
Furnaces Old (Repairs to by welding)......................135

Furnaces Spherical..... ............ 195

Furnaces Standard B.E.S.A. specifications.................... 194

Fusible Plugs........................... .. .............. 277,278,283





G

Paragraph.

Galleys Oil fired.............................. ..274
Gangway, cargo and coaling ports......................... 471,49
Gear Steering................................... 292
Generators Steam.................... .......1 217,218
Girder Stays for C.C. tops.............................. 190(c), 204

Gases from bitumastic coatings.. .. ............ 269(f)
Gases inflammable from oil fuel.. .. ............ 270, 272(1V)

Gases Refrigerating................................253
Gauges, Lubricating oil system...........................281

H

Haystack boilers, uptakes of..... .......... 198

Headers, Analogous fittings of Water-tube boilers.................209
Headers, Flanges to have fillet...........................209(c)
Headers, in contact with fire...........................209(f)
Headers, in way of sighting doors of Water-tube boilers.......... ...209(e)
Headers, sighting holes.............................. 209(b)
Headers, thickness of at tube holes......................... 209(d) (f).
Headers, tube holes in................................2 1 0(c)

Heaters Feed.. .. .............. 217i 219

Hemispherical ends..... .......... 188

Holes (large) in boiler shells...........................185
Hose Testing of bulkheads.............................. 26
Hull and fittings, Annual survey of......................... 90,91
Hydraulic tests after extensive repairs......................137(c)
Hydraulic tests after repairs of welding......................135
Hydraulic tests air bottles.............................. 177, 278(a)
Hydraulic tests air compressors cylinders.......... ...... 282(d)
Hydraulic tests air receivers (riveted)......................277(b)
Hydraulic tests air pipes.............................. 279
Hydraulic tests Boiler mountings......................... 236(f)

Hydraulic tests Boiler tubes ........................... 162(bIV).
2 1 0(e)

Hydraulic tests Cylinder liners and covers (motor engines)............276
Hydraulic tests Defects showing at......................... 1.37(e)
Hydraulic tests Distiller coils...........................251

Hydraulic tests Double ended boilers. two surveyors to attend........... 137(f)
Hydraulic tests Duration of...........................137(g)

Hydraulic tests Evaporators .......................... 137
Hydraulic tests Evaporators coil and shell.................... 137, 218(f)

Hydraulic tests Feed filters.............................. 219
Hydraulic tests Feed pipes of solid drawn steel.................176,224

Hydraulic tests Feed pipes of copper.... ................ 220(c)





H,-Continiied.

Paragraph.

Hydraulic tests Government pressure gauge to be used .......137(h)
Hydraulic tests Heaters and feed filters......................219

Hydraulic tests Internal and external examination after test.......... 138(g)
Hydraulic tests when regulations not complied with............... 137(d)

.......................I
Inclining Experiment.. .............. 53, 74
Increase of boiler pressure..... .............. 140

Independent power bilge pumps......................... 125-128
Inlet and discharges, main and auxiliary......................48
Indicators on steering gear.............................. 293
Indicator, watertight doors.............................. 37

Injection (bilge).. ..... ............ 125(h)
Inner skin, W.T ... ..... ............ 24

Inspection of boiler plates.............................. 152, 156
Inspection of testing machines...........................296
Insulated holds, Drainage of...........................119
Insulated holds, Sounding pipes to......................... 124
Iron combustion chamber stays........................... 160
Iron steam pipes................................... 221-224
Iron wrought used in construction of ships............... ...... 98

L

Lagging not to be applied before hydraulic test.................137
Lagging to be removed for the hydraulic test.................... 224
Leads and lead lines................................80
Length (definition of)......................... ..... 6(2)
Lifeboats Motor engines of to be surveyed annually............... 129(b)

Lifebuoy Lights..... ............ 85

Lifting boilers out for inspection......................... 136
Lighting Emergency installation to be surveyed.................129(b)
Liners (Cylinder)................................... 276

Liners on tail shafts................................129(c) (d) (e)

Loadlines, subdivision.. .. ............ ...
1,16,59,92

Locking of safety-valves.............................. 229,231
Longitudinal bulkheads W.T ............................19

Longitudinal stays.. .. .............. 157-159,201

Longitudinal stays to be supported in D.E. boilers............... 201 (e)
Lubricating pumps................................130(b), 281





m

Paragraph.

Machines (Testing).. ..... ..... ................. 296
Machinery certified by the Board of Trade.................... 129(d) (e)
Machinery comprises....... ..... ................. 129(b)
Machinery condition and sufficiency for service... ............... 129
Machinery defects to be reported ..... ................. 142
Machinery Electrical main propelling ..... ................. 289
Machinery New arrangements to be approved ................. 141
Machinery spaces common to boiler rooms require circulating bye-pass..... 125(h)
Machinery spaces (definition of) ..... ................. 6(11)
Machinery spaces direct suctions to bilges................. 123
Machinery spaces in oil fuel ships.. ..............
....... 269
Machinery Survey of....... ..... ................. 129-295
Machinery Trials before issuing declaration.. ............... 132, 293
Machinery Used for loading and unloading ship.. ............
.. 129(b)
Main circulating pump bilge injection valve.. ............... 125(h)
Main steam pipes. Periodic tests of ..... ................. 224
Malleable cast iron....... ..... ................. 109
Manholes Air receivers ..... ..... ................. 277(b)
Manholes and mudholes in flat plates ..... ................. 192
Manholes and other large openings in boiler shells ............... 185

Manholes doors.. .............. 153, 192,
206
Manholes doors studs.. ............ ...
..........206

Manual Pumps.. .............. 125(a) (c)
(g),
................................................f 128(b) (c) (e)
Margin line.. .............. 6(5)

Masters and mates (compass certificates).................... 78
Materials Defects, freedom from......................... 152
Materials Duplicate tests.............................. 149
Materials Failures to be reported......................... 152

Materials Hull.. ............ ...
98

Materials Manufactures certificates for tubes.. ......
162(bM
Materials Number and nature of tests on plates.. ...... ...
153
Materials Tests. Surveyor to be notified.. ......
146

Materials Testing of................................ 143-178
Materials Unnecessary tests of............ ............... 151
Materials Untested, to be reported to P.S.S ...... ............... 144
Metals to be tested................. ............... 144
Motor lifeboats Engines to be surveyed annually.. ............... 129(b)
Motor lifeboats Wireless generator to be surveyed............... 129(b)
Motor Ships, Bilge pumping......................... 126

Mountings. Boiler.. ............ 131(c), 236-244
Mountings. Evaporators.. .............. 218(d)





N

Paragraph.

Non-return valves to bilges........................... 122(a) (b),
125(g) (h)

Nuts for boiler stays (longitudinal)......................... 201(c)
Nuts for boiler stays (C. C.)...........................202(c)

0

Ogee Ring.. ............ 197
Oil Engines.. .. .............. 275-288

Oil Engines Air bottles.............................. 177,278
Oil Engines Air pipes................................279
Oil Engines Cylinder liners..............................276
Oil Engines Relief valves to cylinders......................283

Oil Engines Reversing gear..... ...... 284

Oil Engines Separators for compressors......................283(d)
Oil Engines Shafts for................................275
Oil Engines Starting air receivers......................... 277
Oil Fuel Air pipes and overflow pipes......................260

Oil Fuel Burners................................... 267(d), 272.

274(111)
Oil Fuel Changing of burners...........................267(d)
Oil Fuel Clearance space between boilers and tank top............269(c)
Oil Fuel Conversion to coal or vice versa.................... 273
Oil Fuel Cooking ranges.............................. 274
Oil Fuel Engineers instructions...........................272
Oil Fuel Filling lines to be tested......................... 267(b)

Oil Fuel Flash point.. .. .............. 254-256,272

Oil Fuel Funnel dampers and uptakes......................268

Oil Fuel Galleys.. .. .............. 274
Oil Fuel Heaters.. .. .............. 263, 269(d)
Oil Fuel Heating coils.. .. .............. 257((f)

Oil Fuel Lagging of boilers...........................269(c)
Oil Fuel Lighting of spaces...........................270
Oil Fuel Open drains not permitted.......... ............... 258(c)
Oil Fuel Overflow tank.............................. 273

Oil, Fuel Plan of piping arrangements to be supplied to engineers.......272

Oil Fuel pipes..... ............ 265

Oil Fuel Portable lamps (use of)......................... 270
Oil Fuel Precautions before entering a tank.................... 272 IV
Oil Fuel Precautions to be observed by Surveyors.................254
Oil Fuel Pumps................................... 262,264
Oil Fuel Recommendations...........................273

Oil Fuel Relief valve.. .. .............. 267(b)
Oil Fuel Settling tanks................. .. .............. 257-259,286





Oi-Continued.

Paragraph.

Oil Fuel Sounding arrangements......................... 261
Oil Fuel Storage, and construction of tanks.................... 257,258

Oil Fuel tanks..... ............ 25

Oil Fuel Thermometer pockets............... ............258(b)
Oil Fuel Torches (lighting) to be extinguished after use ............272(11)
Oil Fuel Valves and fittings............... .. ........266,267
Oil Fuel Ventilation.................... ............269, 272 IV
Oil Fuel Water tube boil ers............... ............269(c)
Oil Separators for compressors...........................283(d)
Old steam pipes, examination and testing of....... ............224(bIV)
Openings in bulkheads and shell, Annual survey.................94-95
Openings in fire resisting bulkheads............ ............ 52(2c)

Openings means of closing.... .............. 31

Openings means ships side above margin line.................49,72
Openings means ships side below margin line........ 1 ........ 42-48
Openings means ships side below margin line limitation of............ 42
Openings means W.T. bulkheads...................... 28,29,94
Openings means Weather deck............................ so
Overhauls surveyors to be notified...................... 130(a)
Owners survey Annual survey to be concurrent with............... 130(a)
Owners survey Owners to notify surveyors................. 130(a)

p

Painting, survey prior to.............................. 3
Passenger ships Date of laying keel or conversion................. 118(b)
Passenger ships General bilge pumping requirements............... 119-128
Passenger ships River Trade bilge pumping requirements............128
Passenger ships Unberthed Trade bilge pumping requirements.......... . 127
Patches Cup patches over stay ends......................... 134
Patches Temporary in boilers............................ 134

Peak Bulkheads..... ............ 14

Peak Suction to.. .. ..............122(c)
Peak Pumps for............. ............ 125(a)
Permeability.. .. .............. 9, 55,69

Permissible length of compartments......................... 10

Pipes Air..... ............ 15(4),279

Pipes Air to fuel tanks .............................. 260
Pipes Bending of (copper)........................... 220(b)
Pipes Bilge (arrangement of)........................... 120
Pipes Bilge Bends at bulkheads...........................120(b)
Pipes Bilge Bye-pass in coal fired ships...................... 125(h)
Pipes Bilge diameter of bilge injection...................... 125(h)
Pipes Bilge diameter of main and branch suctions................. 121





P,-Contiiiiied.

Paragraph.

Pipes Bilge direct suctions to both sides of side................. 125(f)
Pipes Bilge discharge................................ 45
Pipes Bilge emergency................................ 122(d)
Pipes Bilge flexible ....... .....................125(f)
Pipes Bilge fore peak................................ 122(c)
Pipes Bilge Lead not permitted in certain places................. 1 10(b)
Pipes Bilge Motor-ships.............................. 126
Pipes Bilge Non return valves at open ends in holds............... 122(b)
Pipes Bilge Securing to bulkheads......................... 30, 122(f)
Pipes Bilge Ships carrying unberthed passengers................. 127
Pipes Bilge tail pipes to be straight........................ 123
Pipes Exhaust and steam to steering gears.................... 292(c)
Pipes Etc. through bulkheads........................... 30

Pipes Feed.. .. ........ 172, 175, 176,

220-222,244

Pipes Feed hydraulic tests of...........................176, 220(c),

........................................221 (e)
........................................261, 262, 263,
Pipes Oil fuel.. .. ............ 265,272,274,

........................................279(b)
Pipes Spare for motor vessels.... .......... 288

Pipes Steam.. .. .............. 172,176,220-
........................................222,223,224,
........................................225, 292(c)
........................................176, 220(c).

Pipes Steam hydraulic tests of...........................221 (c), 224,

225

Pipes Water gauge ......................241 (b) (d)

Plans Boiler and Machinery to be submitted .............. 118(e), 129, 139

Plans Deviations from to be notified to surveyors.................141(b)
Plans Fuel oil installations to be supplied to ship's engineers.......... 272

Plans Submission of (Hull).. 1(3),2, 74
Patches Cup, over boiler stays.. .. .. 134
Patches Temporary in boilers.. .. 134

Plates, Annealing of................................156(b)
Plates, Bend tests to be made...........................147(f)
Plates, Defective.................... ............152,156

Plates, Inspection (General)..... 156
Plates, Number and nature of tests.. .. .. 153

Plates, Tensile tests......................... .. 148-156
Plugs for side scuttles................................ 49(3)
Ports (gangway, cargo and coal).................... 1.... 47,49
Power for going astern.................... ...... .. 294
Pressure gauge (Boilers)............................. 238
Pressure gauge (Lubricating oil pumps).................... .. 281





P,-Continued.

Paragraph.

Pressure Working, of boiler shells..... .. ................. 187
Process of manufacture, ship castings and forgings ............... 103
Propeller shafts (to be withdrawn)..... .. ................. 130(b)
Propeller shafts Brackets.......... .. ................. 106
Pumping, Bilge............... .. .. ............... 118-128
Pumping, Bilge Modification for River Trade ................. 128
Pumping, Bilge Modification for Unberthed passenger trade.......... 127
Pumps Bilge, Capacities of.......... .. ................. 125(f)
122(d),
Pumps Bilge, Emergency..... .. .. ............... 125(d) (g),
128(b) (c) (d)
Pumps Bilge, Fore peak.......... .. .. ............... 125(a)
Pumps Bilge, General arrangements..... .. ................. 119-128

Pumps Bilge, Hand type.............................. 125(c) (g),
128(b)

Pumps Bilge, Independent.............................. 125, 128(b) (d)
Pumps Bilge, Main Circulating........................... 125(h)

Pumps Bilge, Power, definition and position.................... 125(b)
128(b) (d)
Pumps Cooling .............................. 280
Pumps Lubricating oil .............................. 281
Pumps Oil fuel..... .............................. 262,264

Q

Quadrants (Rudder)................................106

R

Recesses in bulkheads..... ...........................13,21
Reciprocating engine shafts .................... ...... 247
Records of hydraulic tests to boilers ...................... 137(g)
Records of running surveys to be kept ...................... 130(a)
Refrigerating machines, Survey of.. ...................... 253
Relaxation for ships in Simla Trade........................ 54
Relief valves to Air bottles and reservoirs.................... 130(b), 283(b)
Relief valves to distiller.. ...........................251
Relief valves to feed pipe and filters.. ...................... 219, 244(f)

Relief valves to high pressure discharges of compressor .. 1 . .. 130(b), 283(c)

Relief valves to motor engine cylinders......................130(b), 283(a)

Repairs to boilers by welding.. ................ 135
Reversing gear (motor engines).. ................ 284
River Trade, Modifications.. .............. 68-73, 128

Riveted Air Receivers................................277(b)





R,-Continued.

Paragraph.

Riveted Joints, Calculation of the strength of.................... 183,184
Rivet holes to be fair..... ............................178(d)

Rivet tests of.....................................157, 158(d),
159, 161
Rivet tests of (Bend)................................ 157, 161(al)
Rivet tests of (Contraction of area)......................... 161 (a2)

Riveting of bulkheads..... ............ ...
18
Rubbish Shoots..... ............ 46
Rudder Frames..... ............ 106

S

Safety-Valves Accumulation tests of......................... 233
Safety-Valves Approved designs (List)......................235
Safety-Valves Area of................................230

Safety-Valves A 1 rrangements of.. .. .............. 228, 230-232,
.. 239

Safety-Valves Chests....... ....... ................. 230(b), 231,
236(e) (f), 239
Safety-Valves. Cockburn MacNicol Safety type ................. 230(a)
Safety-Valves Conditions to be complied with ................. 231, 232
Safety-Valves Distillers..... ....... ................. 251
Safety-Valves Easing gear for.. ....... ................. 231
Safety-Valves Evaporators..... ....... ................. 218(d) (e) (g)
Safety-Valves Examination of.. ....... ................. 226,231
Safety-Valves Feed heaters and filters..... ................. 219
Safety-Valves List of....... ....... ................. 231
Safety-Valves Limit of weight to be placed on ................. 129,227
Safety-Valves Locking of..... ....... ................. 229,231
Safety-Valves Overloading is an offence..... ................. 227
Safety-Valves Owner's, Master's and Engineer's responsibilities.......... 229
Safety-Valves Plans or alterations to be submitted................. 234
Safety-Valves Responsibility of surveyor..... ................. 231
Safety-Valves Separate chest for ....... .................. 219(b)
Safety-Valves Spring loaded.. ....... ................. 232,233
Safety-Valves Spring Protection of....... .................
232(111)
Safety-Valves Superheaters..... ....... ................. 215
Safety-Valves Surveyor to see valves adjusted..... ............... 129,227
Safety-Valves Tests under steam ....... ................. 233
Safety-Valves Test gauge supplied by Government ...............
233
Safety-Valves Waste steam pipe.. ....... ................. 230(c), 231

Salinometer cock.. .. .............. 237

Scuppers and Sanitary Discharges......................... 44
Sea cocks and discharges Annual Survey of.................... 130(b)





S,-Continued.

Paragraph.
Salf-closing cocks on sounding pipes ...................... 124,261
Self-closing top valves on W.T. boilers ....................... 239(b)
Shaft tunnel............... ...................... 14,23
Shafting Coupling flanges and bolts........................ 250
Shafting Crank webs of cast steel.. ...................... 169, 245, 247(c)
Shafting Heavy oil engines....... ...................... 275
Shafting Materials.......... ...................... 245
Shafting paddle............ ....................... 247(bli)
Shafting reciprocating engines..... ...................... 247
Shafting tests of materials.............................. 164-167
Shafting thrust............ ...................... 248
Shafting tube and tail ends.............................. 249
Shafting turbine driven....... ...................... 246
Shafting turbine driven wheel shafts......................... 246(b)
Shell (castings attached to).............................. 108, 111
Shoots, ash and rubbish, etc ............................46
Side Scuttles..................................... 43,4 9,61
Side Scuttles plans of.......... ...................... 74
Side Scuttles tests of cast steel........................... 107
Side Scuttles tests of malleable cast iron...................... 110
Signals, distress............ ....................... 82-88

Simla Rules..................................... 117, 118(c),
127,271
Sin-da Trades, coasting voyage........................... 64~67
Simla Trades, international and short international voyages.......... 54-63
Sirala Trades, modified requirements for...................... 54-73
Sin-da Trades, river trade.......... ................. 68-73
Slide Valves (Survey of).............................. 130(b)
Small boilers hydraulic testing of......................... 133, 137(c)
Small boilers working pressure on shells...................... 187
Smoke tubes (Plain) 205
Sound Signals for W.T. doors........................... 38
Sound ing pipes (Bilges).............................. 15(4),124
Sounding pipes (Oil fuel tanks)........................... 261
Spare gear, examination of.............................. 130(b)
Spare gear, Motorships............................... 288(c)
Spare gear, Steamships and reciprocating engines................. 288(a)
Spare gear, Tiller for steering gear......................... 292(f)
Spare gear, Turbines................................. 288(b)

Stability .................................... 13, 53, 74(5),
116
Stability check of particulars at annual survey..... .......... 97
Stamping boilers after hydraulic test...................... 138
Stamping of castings and forgings ....................... 101, 147





S,-Continued.

Paragraph.

Stand pipes for water gauges...........................241(b)
Starting air containers, survey of......................... 130(b)

Stays Boiler.. ..... ........... .. 134, 148(a),

157-160
Stays Combustion chamber...........................202
Stays Flat plates supported by...........................190, 191

Stays Longitudinal.. ............ 201
Stays Not to be welded.. ............ 200

Stays Spacing of through cylindrical shell.................... 186

Stays Tubular..... ............ 203

Stays Tubular Minimum thickness of.................... ...203(c)
Stays Tubular threads, etc.............................. 203(b)
Steam Chests hydraulic tests of...........................137

Steam Drainage.. .. ............ 223
Steam Pipes (Copper).. .. .............. 220,225

Steam Pipes expansion.. .............. 222

Steam Pipes hydraulic tests.. .. ............ 220,221,224,
.......................................225

Steam Pipes iron........ ...........................174,221
Steam Pipes lagging causing corrosion...................... 225
Steam Pipes Lap-welded steel........................... 173,221
Steam Pipes periodical tests of........................... 224
Steam Pip es socket expansion joints undesirable................. 222
Steam Pipes solid drawn steel (also feed pipes)................. 172,221
Steam Pipes which to be tested...........................225
Steam Pipes water hammer ...........................225(b)
Steel Approved makers (list) ...........................145
Steel Bars (tests of)..... ........................... 147(f)

Steel Bend tests.. ................ 147(f), 148(b11)

Steel Boiler (tests of)................................143,144
Steel Castings and forgings...........................100-108

Steel Castings (tests of).............................. 144, 147(b) (c)
(d),168-171
Steel Certified by Board of Trade......................... 144

.......................................164-167,169,
Steel Crank shafts.. .. ............ 245, 247, 250,
.......................................1 275

Steel Defects, freedom from...........................152,156

Steel Forgings or castings to be tested...................... 144, 147(b) (c)
(d),168-171
Steel Identification marking........................... 150
Steel Mild, for ships hulls, Quality......................... 98
Steel Process of manufacture........................... 143





S,-Continued.

Paragraph.

Steel Solid drawn air bottles...........................177,278

........................................172, 175, 176,-
Steel Solid drawn steam and feed pipes.. ............ 221-222,223,
........................................224
Steel Tests Annealing test pieces.. ........ 147(b)
Steel Tests pieces.to be straightened cold .......... 147(g)

Steel lests pieces selection of...........................147(a)

Steel Tests Stay bars.. .. ............. .. 148,157~161
Steel Tests Standard.. .. ............ 148,149.
Steel Tests Temper bend.. .. ...... 147(b),
........................................148(bIV)

Steel Tests Tensile, on plates, Tee and angle bars ............ 148,157-160

Steel Tests results to be recorded......................... 151
Steel Tests witnessing of by surveyors............ 1....... 146
Steering engines Steam and exhaust pipes..................... 292(c)
Steering gear Braking arrangement......................... 292(f)
Steering gear Chains, rods, etc ............................ 292(a)
Steering gear General arrangement and requirements............... 292
Steering gear Helmsman to have clear look-out................. 292(d)

Steering gear Indicators and tell-tales ................ 293
Steering gear Overhaul annually.. .............. 292(a)

Steering gear Part of machinery to be surveyed.................129(b)
Steering gear Relieving tackle...........................292(b)
Steering gear to be tested during machinery trials.................132,293

Stems, sternfraines, etc ... .. .............. 106
Steps in W.T. Bulkheads.. .. ............ 13(4),20
Stem bush bearing, length of.. .. ............ 249(e)
Stem tube, position of.. .. .... .... 14

Strainers for lubricating oil pumps......................... 281

Strength of bulkheads.. ................ 18,65,70
Strength of inner skins.. ........ .... 24

Strength of ship.. ................ 2, 17

Strength of welded seams............................... 178(b)

Strum boxes........................................... 123

Studs for feed heaters, evaporators and feed filters, etc............. 217
Studs for manhole doors, etc ............................ 206
Studs for superheaters................................213(e)
Subdivision-Additional at fore end ...................... 13(2
Subdivision-appropriation of spaces ...................... 1
Subdivision --- criterion of service......................... 11,56
Subdivision-defini tion of terms.. ...................... 6
Subdivision-degree of............................... 5
Subdivision-floodable length..... ...................... 7,8

Subdivision-load line markings.......... ..... ............ 1,16,59,92





S,-Continued.

Paragraph.

Subdivision-local.. .............. 13(7)
Subdivision-longitudinal.. ................ 13(8)
Subdivision-permeability.. ................ 9,55,69

Subdivision-permissible length......................... 10
Subdivision-plans and calculations, submission of............... 74(2)

Subdivision-rules for.... .............. 12,57

Subdivision-rules special for........................... 13, 58
Subdivision-verification of particulars...................... 75
Suction pipes to bilges..... ...........................120-123
Suction pipes to bilges diameter of......................... 121
Suction pipes to forepeak.. ...........................122(c)
Suction pipes to machinery spaces......................... 123
Suction pipes to Strums at ends of......................... 123
Suction pipes to Tunnel well bilges......................... 123
Suction pipes to Motorship bilges......................... 126
Superheaters Bellmouthing of tubes......................... 121(c)
Superheaters Chests not to be of Cast Iron.................... 236(4r)
Superheaters Clamps, dogs and studs...................... 213(e) (f)
Superheaters Copper pipes not allowed...................... 220
Superheaters Cylindrical.. ...........................212
Superheaters Hydraulic test ...........................137,212
Superheaters Particulars to be submitted...................... 211
Superheaters Safety-valves for........................... 215
Superheaters To be tested when finally erected................. 213(g), 214(d)

Superheaters Tubes................................ 162, 213(b) (c)
(d), 214(b)
Superheaters Tubes subject to external pressure................. 212
Superheaters Tubulous, attached to Cylindrical Boilers............213
Superheaters Water-tube boilers......................... 214

Surveys, Annual..... ............ .89-97

Surveys, before painting and cementing......................3
Surveys, during construction...........................1
Surveys, renewal of passenger and safety certificate............... 89-97

Surveyor's Duties of..... .............. 89



Tail Pipes to bilges to be straight......................... 123

Tail Shafts..... .............. 249

Tail Shafts liners.. ................ 249
........................................25, 27, 257-260,
Tanks, Oil fuel.. .............. 267, 269, 272,

273
Tanks, Oil fuel Sounding arrangements......................261





T,-Continued.

Paragraph.

Tanks, Oil fuel Testing.............................. 27
Tanks, Oil fuel Valves, fittings and pipes to.................... 267

Temper bend tests.................................148(bIV), 153,

155
Temporary pathes on boilers 134
Tensile Tests Air bottles . 177
Tensile Tests Angle and Tee bars 148(a),
158(c)

Tensile Tests Bars, rods and stays......................... 148,149,150,

151
Tensile Tests Combustion chamber stay bars 160(b)
Tensile Tests Duplication of if first test fads 149
Tensile Tests Forgings and castings 148(a), 164-
171
Tensile Tests Lap welded steam and feed pipes (Iron) 174
Tensile Tests Lap welded steam and feed pipes (Steel) 173
Tensile Tests Materials under 318' thickness 154(c)
Tensile Tests Pieces breaking outside mid length to be discarded 149
Tensile Tests Plates 148(a), 154
Tensile Tests Solid drawn steel feed and steam pipes 172
Testing Machines 296
147(d) (e) (f.),
Tests Cold bend 148(b), 157,

159-161,166,

170,177
Tests Cross check tests of boiler plates 153(b)
Tests Distress signals 87
Tests Duplication of when first test fails 149
Tests Flanging plates or plates to be welded 154(b)
Tests Freedom from defects in material 152
Tests General, castings and forgings (hull) 100-102,105
Tests Hose of W.T. Bulkheads 26
Tests Hull Double bottoms, forepeak, etc . 27
Tests Hull castings and forgings, principal 106

Tests Hull castings and forgings, other than principal............... 107, 108, 110,

Tests Marks to be stamped on boiler ............
.......... 139
Tests Notice to be given to surveyor ............
.......... 146
Tests Number and nature of on boiler plates.................... 153-156
Tests On Machinery trials....... ...................... 290

Tests Pieces for forgings and castings......................148(.) (b),

164(c),
168

Tests Pieces for plates and bars ......................... 148(a) (b),

153-160
Tests Pieces to be similarly treated with parent material 147(b)
Tests Pieces standard dimensions 105
Tests Pressure and hose-Surveyor to be-present 1











T,-Continued.

Paragraph.

Tests Pressure of fore peak, double bottoms, inner skins, etc ........... 27
Tests Results to be recorded........................... 151
Tests Rolled surfaces of materials to be retained on test piece.......... 157(b)
Tests Small sectional material........................... 147(e)

Tests Steel castings.. .. .............. 168-171
Tests Steering gear.. .. .............. 132
Tests Steam pipes.. .. .............. 172,220,225
Tests Temper bend.. .. ............ 149(b4)

Tests Watertight doors.. .. ............ 40

Thermometer pockets on fuel tanks.. .. .......... 258(b)

Thrust shafts.. .. .. .......... .. 248

Tiller Construction of.. .. .............. 106
Tiller Spare to be carried.. .............. 292(f)

Tiller Strength of................................... 292(a)

Trials Machinery to be tested before issuing declaration ........ 132,290,293

Trunks W.T ...... .............. 22

Trunks Air, through bulkheads...........................28

Tubes Boiler.. .. .............. 162,163

Tubes Diameter less than 11 ........ .................... 162(1)
Tubes Expanding tests.......... .................... 162(b2)
Tubes Flattening tests.. .......... .................... 162(bl) (c)
Tubes Freedom from defects....... ..................... 162(b)
Tubes Iron, (Steam).. .......... .................M. 174,203
Tubes Manufacturers certificate accepted.................... 162(c)

Tubes Smoke.......... .... 205
Tubes Stay..... ............ 203

Tubes Steam and feed ....... ................. .. 172, 173
Tubes Straightness of.. ................. .......... .. 162(d)
Tubes Superheater .. ................. .......... .. 213(b) (c) (d)
Tubes Tolerance of diameters............... .......... .. 162(e 1, 2, 3)
Tubes Water tube boilers................. .......... ...
207,210
Tubes Water tube boilers seating of............ .......... .. 2 1 0(c)
Tube plates of boilers.. ................. .. 191
Tube plates Compression on............... 1.......... .. 199

Tunnel..... ............ 14

Tunnel Construction..... ............ 23

Tunnel Escape..... ............ 51(2)

Tunnel Examination of.. ...........................93
Tunnel well bilge suction.. ...........................123
Tunnels, W.T. scantlings of ...........................23, 93
Turbines, Parts to be opened for annual survey.................130(a) (b)
Turbines, Shafting ..... ........................... 246
Turbines, Spares.. ..... ........................... 288(b)












U
Paragraph.
Unberthed Passenger ships Modified bilge pumping requirements....... 127
Uptakes in Haystack boilers......... ................. 198
Unnecessary tests of materials to be avoided................... 151
Unusual Arrangements of bilge pumping .. ................. 118(d)
Unusual Arrangements of boilers and machinery................. 141

v

Valves Ash ejectors and Expellers......................... 46(2)

Valves Bilge.. .. .............. 122, 125(g) (h)

Valves Bilge attached to bulkhead.......*................. 122(f)
Valves Bilge operating rods for........................... 122(d) (e)
Valves Boiler Annual survey of...........................131(c)
Valves Boiler Closing by right hand motion.................... 236(b)
Valves Cocks, etc. on boilers (Design and Materials)............... 236-244
Valves Cocks and fittings for oil fuel installation.................266,267
Valves Discharge, etc ...... ...........................45
Valves Sluice, not permitted in W.T. Bulkheads.................29
Valves Water tube boilers.. ...........................131(c)
Ventilation of engine room ......................... ... 287
Ventilation of fuel oil tanks before entering.................... 272

Ventilators, W.T ...... ....... ........ 22

Vertical boilers Circumferential seams......................184(c)
Vertical boilers Working pressure of......................187(c)
Vessels boilers (Evaporators, Shell, etc.) subject to water pressure only..... 216

W

Warps Cables and Anchors ..... .................... 81
Washers on flat plates of boilers ..... .................... 190
Water ballast and fresh water to be separate.................... 120
Water ballast and oil fuel to be separate.................... 257(c)
Water (Fresh) and oil fuel to be separate.................... 257(d)
Water Gauges details of.. ..... .................... 241
Water Gauges number required and positions of................. 240,241

Water Gauges test cocks..... ............ 242
Water Hammer in steam pipes.. .............. ...
222(a)
Water Service (Cooling)..... ............ 280

Watertight Compartment, exits from......................51,62

Watertight Deck (definition of).. .. .............. 6(13)
Watertight Doors Classes of.. .. .............. 33, 41, 60, 66

Watertight Doors Construction of......................... 39
Watertight Doors Hand gear for.......................... 34
Watertight Doors Indicator for...........................37





W,-Continued.

Paragraph.

Watertight Doors Plan and particulars of.................... 74

Watertight Doors Screening of..... .............. 39(6)
Watertight Doors Test of..... ............ 40
Watertight Doors Type of........... .............. 32

Watertight Doors which close by own weight.................... 35
Watertight Doors which close by power...................... 36
Water-tube boilers Access by manholes...................... 208(d)
Water-tube boilers Annual survey......................... 131
Water-tube boilers Brickwork and bridges.................... 131(b)
Water-tube boilers Cocks and valves on...................... 131(c)

Water-tube boilers Drums..... ............ 208

Water-tube boilers Drums longitudinal joints of.. ............... 208(b)
Water-tube boilers Drums tube plates of .. .. ............... 208(c)
Water-tube boilers General construction rules .. ............... 207
Water-tube boilers Headers and analogous fittings.......... .. 209
Water-tube boilers Mud collecting arrangements.. .......... ...
.. 207(c)
Water-tube boilers Precautions for oil fuel firing.. .......... ...
.. 254-273
Water-tube boilers Self-closing valves.. .. ................. 239(b)

Water-tube boilers Superheaters.. .. ............. 211, 212, 214

Water-tube boilers Tubes for ......................... 207,210
Water-tube boilers Water gauges ......................... 240(e)
Water-tube boilers When more than one connected together.......... 239(b)
Water-tube boilers Working pressure on tube plates of drums.......... 187(b)
Weather deck (definition of) ......................... ~(14)
Weather deck (openings in) ......................... 50
Welded seams Strength of.. ..............
............. 178(b)
Welding, electrodes.. ..... ......................... 99
Welding, Hydraulic tests on completion...................... 135
Welding, Oxy acetylene ..... ......................... 135
Welding, Old furnaces ..... ......................... 135
Welding, Repairs to boilers ..............
............ 135
Welding, Wells in inner bottom ......................... 15(3)
Wheel shafts of geared turbines ......................... 246(b)
Wide water spaces in boilers ......................... 191(b)
Wing bilge suctions necessary.. ............
............ 119
Wireless generator in motor boat to be surveyed................. 129(b)
Working pressure Boiler'shells.. .....
*** *** '' 187
Wrought Iron, used in construction of ships.................... 98
Application for survey. Notice of survey. Fees to be paid before survey is commenced. Presence of owner & c. at survey. Written statement of repairs. Alterations made subsequent to survey. Accidents and damage. Survey for issue of a certifying letter. (Cap. 281.) Survey during construction. Strength of ships. Ships to be surveyed before being painted or cemented. Dry docking. Degree of subdivision. Definition of subdivision terms. Floodable length. Method of calculating floodable length. Permeability. Permissible length of compartments.* Criterion of service. Rules for subdivision. Special rules concerning subdivision. Peak and machinery space bulkheads, shaft tunnels, etc. Double bottoms. Assigning, marking and recording of subdivision load-lines. Strength and construction. Watertight transverse bulkheads. Watertight longitudinal bulkheads. Watertight decks, steps and flats. Watertight recesses. Watertight ventilators and trunks. Watertight tunnels. Watertight inner skins. Oil fuel tanks. Hose tests. Pressure tests of fore peak, double bottoms, inner skins, etc. Limitation of number of openings. Openings not permitted in certain bulkheads. Pipes, etc., through bulkheads. Means for closing openings. Types of doors. Classes of watertight doors. Hand gear for watertight doors. Doors which close by their own weight. Doors which close by power. Indicators. Sound signals and warnings. Construction. Tests of watertight doors. Classes of doors required. Limitation of number of openings and mean for closing. Side scuttles. Scuppers, sanitary and other similar discharges. Discharge pipes, valves, etc. Ash-shoots, rubbish-shoots, etc. Gangway, cargo and coaling ports. Main and auxiliary inlets and discharges. G.N.A. 169/50. Openings in ship's sides. Weatherdeck openings, etc. Exits from watertight compartments. Fire-resisting bulkheads and doors Stability. General. Permeability. Criterion of service. Rules for subdivision. Special rules concerning subdivision. Subdivision load lines. Classes of doors required. Side scuttles. Exits from watertight compartments. Fire-resisting bulkheads and doors. General Construction of watertight bulkheads, etc. Classes of doors required. Fire-resisting bulkheads and doors. General. Permeability. Construction of watertight bulkheads, etc. Openings in watertight bulkheads. Openings in ship's sides above the margin line. Fire-resisting bulkheads and doors. Submission of construction plans and particulars. Verification of subdivision particulars. Compasses. Adjustment of compasses. Master's and mate's compass certificate. Delay in obtaining compass certificate. Leads and lead-lines. Anchors, chain cables, hawsers and warps. Distress signals. means of making signals of distress. Description of requisite signals. Approval of lifebuoy lights. Marking. Stowage of signals. Duties of surveyors. Examination of outside of hull, etc. in dry dock. Survey of inside of hull. Load line markings. Watertight bulkheads, decks, tunnels, etc. Openings in watertight bulkheads, etc. Openings in shell plating below margin line. General. Stability. Proof of quality. General. General. Stamping of castings and forgings. Recording of tests. Process of manufacture. Annealing. Test pieces. Principal castings and forgings. Side scuttles. Other castings attached to the shell plating. General. Side scuttles. Other castings attached to the shell plating. Ordinary cast iron not allowed for important parts or fittings. Construction. Certain openings to be kept closed. Marking of subdivision loadlines. Stability. Construction. Authority and application of instructions. (Cap. 281.) General requirements. Arrangements of bilge pipes. Diameter of bilge suction pipes. Bilge valves, cocks, & c. bilge mud-boxes and strumboxes. Sounding pipes. Bilge pumps. Motor ships. Passenger ships employed in the carriage of unberthed passengers in special trades. Modified requirements applying to coasting and river trade ships. Machinery to be surveyed. (Cap. 281.) Surveys of engines. Trials of machinery. surveys of boilers. Inside of boilers to be examined every survey. Precaution regarding stays: bolted and cup patches. Repairs to boilers by welding. Lifting of boilers for inspection. Hydraulic test. Stamping boilers. Fixing of working pressure and examination of plans. Increase of boiler pressure. New arrangements. Defects to be reported. Process of manufacture. Only tested steel to be used; testing of metals used for forgings or castings; mode of testing; prohibition against giving of declaration. Notice when tests are required. Selection and treatment of test-pieces. Duplicate tests. Stamping of material. Test results. Freedom from defects, etc. Number and nature of tests. Bend tests. Inspection of plates, general. Number and nature of tests. Tensile tests. Bend tests. Iron combustion chamber stay bars. Rivets. Solid-drawn boiler tubes subject to internal pressure. Iron and steel subject to external pressure. Number and nature of tests. Tensile strength and elongation. Bend tests. General instructions. Number and nature of tests. Tensile strength and elongation. Bend tests. Annealing. Solid-drawn steel steam and feed pipes. Lap welded steel steam pipes. Lap welded iron steam pipes. Annealing iron and steel pipes. Hydraulic tests of iron and steel pipes. Solid drawn air bottles. General. Means for examination and cleaning. Maximum pitch of rivets in longitudinal joints. Distances between rows of rivets and between rivets and plate edges. Thickness of butt straps. Methods of calculating the strength of riveted joints. Circumferential seams. Manholes and large holes in shell. Spacing of screw stays through the cylindrical shell. Working pressure of boiler shells. Hemispherical ends. Dished ends (convex outside). Flat plates. Back and front tube plates. Manholes and mudholes in flat plates. Plain furnaces. Furnaces corrugated, or ribbed and grooved. Spherical furnaces. Maximum thickness. Ogee ring. Uptakes of haystack boilers, etc. Compression on tube plates. Stays not to be welded. Steel longitudinal stays. Screw stays to combustion chambers. Stay tubes. Girders supporting combustion chamber tops. Plain smoke tubes. Doors. Water-tube boilers, general. Cylindrical drums, water-tube boilers. Headers and analogous fittings of water-tube boilers. Tubes of water-tube boilers. Detailed plans of superheaters to be submitted. Cylindrical superheaters. Tubulous superheaters attached to cylindrical boilers. Superheaters of water-tube boilers. Safety-valve and drains for superheaters. Cast evaporators, shells, &c., subject to internal pressure. Stress allowed on studs, &c. Evaporators, generators, feed make-ups, &c. Feed heaters, filters, &c. Steam pipes. Copper pipes. Wrought iron and steel pipes. Provision for expansion of steam pipes. Draining steam pipes. Examination and testing of steam pipes. G.N.A. 169/50. General. Examination of safety-valves. Surveyor to see valves weighted. Provision as regards safety-valves. Owners, masters, and engineers to see that safety-valves are kept in proper order. Area of safety-valves. Examination of arrangements generally. Spring-loaded safety-valves. Spring-loaded safety-valves to be tested under steam. Plans of new designs or of alterations in details of safety-valves to be submitted. List of designs approved. Valves, cocks, etc., design and material. G.N.A. 169/50. Salinometer cock or valves. Stop-valves. Water gauges required. Water-gauge details. Test cocks. Blow-off valve. Boiler feed arrangements. Materials for shafting. Turbine-driven shafting. Shafting of reciprocating engines. Thrust shafts. Tube and tail shafts. Coupling flanges and bolts. Distilling apparatus. List of approved distilling apparatus. Refrigerating machines. Precautions to be observed by surveyors. Flash-point. Flast-point testing apparatus. Storage of oil fuel; tanks, &c. Settling tanks. Tests of storage and settling tanks. Air pipes. Sounding arrangements. Oil fuel pumps. heaters, etc. Save-alls. Oil pipes. G.N.A. 169/50. Valves, constructions. Valves and fittings to pipes. Funnel dampers and uptakes. Machinery spaces; ventilation, etc. Lighting. Fire appliances. Instructions to engineers. Recommendations. Oil fired cooking ranges. Shafts. Cylinder liners and covers. Starting air receivers. blast air bottles. Air pipes subject to internal pressures. G.N.A. 169/50. G.N.A. 169/50. Cooling water service. Lubricating pumps. Air compressors, etc. Safety fitting, etc. Reversing gear. Boiler. oil storage. Ventilation, etc. Spare gear stores. Ships propelled by electricity. Ship to be tested. Electrical equipment. Steering gear. Steering trials and indicators. (22 & 23 Geo. 5 c. 9.) Power for going astern. Electrically driven auxiliary machinery. Inspection of testing machines. Citation.