ABS Marine Vessel Rules.pdf

U. S. SUPPLEMENT

TO

ABS RULES FOR STEEL VESSELS

FOR

VESSELS ON INTERNATIONAL VOYAGES

1 AUGUST 1997

AMERICAN BUREAU OF SHIPPING

M I S S I O N S T A T E M E N T

The mission of the American Bureau of Shipping is to serve the public interest as well as the needs of our clients by promoting the security of life, property and the natural environment, primarily through the development and verification of standards for the design, construction and operational performance of marine-related structures.

Q U A L I T Y P O L I C Y

It is the policy of the American Bureau of Shipping to provide quality services in support of our mission and to be responsive to the individual and collective needs of our clients as well as those of the public at large. All of our client commitments, supporting actions and services delivered must be recognized as expressions of quality. We pledge to monitor our performance as an on-going activity and to strive for continuous improvement.

CONTENTS

ABS MISSION STATEMENT AND QUALITY POLICY

INTRODUCTION

SECTIONS

I. SUPPLEMENTAL REQUIREMENTS TO CURRENT ABS RULES

II. SOLAS INTERPRETATIONS NOT ADDRESSED BY ABS RULES

III. ADDITIONAL REQUIREMENTS NOT CONTAINED IN ABS RULES,

MARPOL OR SOLAS

IV. SURVEYS AFTER CONSTRUCTION

ACP CLASSIFICATION SURVEY CHECK SHEET B

ACP STATUTORY SURVEY CHECK SHEET C

ACP ENVIRONMENTAL SURVEY CHECK SHEET D

V. SURVEYS DURING CONSTRUCTION

ACP NEW CONSTRUCTION SURVEY CHECK SHEET E

VI. REQUIREMENTS FOR MOBILE OFFSHORE DRILLING UNITS

MODU ACP CLASSIFICATION SURVEY CHECK SHEET F

VII. PASSENGER VESSELS – SOLAS INTERPRETATIONS NOT

ADDRESSED BY ABS RULES

VIII. RECORD OF REVISIONS

U. S. Supplement Introduction

Introduction - 1

INTRODUCTION

Those who use this Supplement are asked to review the current ABS Rules for Building and Classing Steel Vessels. Please be aware of the "Scope and Conditions of Classification." This Supplement does not change the scope or conditions of ABS Classification. It is a reference document within the ABS Quality System. The Check Sheets contained in this Supplement are also for reference only and are not to be used in the performance of a Survey. The controlled Check Sheets are available through the normal distribution of controlled documents. The most recent revisions may be obtained from the ABS Surveyor-in-Charge.

As part of their regulatory reform initiative, the United States Coast Guard (USCG) established a task group consisting of USCG personnel and ABS Engineers to conduct a comparison of the applicable requirements contained within Title 46 of the Code of Federal Regulations (CFR) Subchapters "D" and "I" to the similar applicable regulations contained in 1974 SOLAS (as amended), the International Convention for the Prevention of Pollution from Ships (MARPOL 73/78) and the ABS Rules for Building and Classing Steel Vessels. The purpose of this effort was to identify redundancies and to determine if the International Conventions and ABS Class Rules would provide an equivalent level of safety to those regulations contained within 46 CFR Subchapters "D" and "I". Over 370 separate regulations were examined, and it was determined that many of the CFR requirements were satisfied by either the ABS Rules alone, 1974 SOLAS (as amended) alone, MARPOL 73/78 alone, or a combination of all three of these regulations.

The results of the task group's study is codified into this document titled "U.S. Supplement to ABS Rules for Steel Vessels for Vessels on International Voyages." This Supplement identifies those USCG requirements which are in addition to the ABS Rules and the International Conventions. This publication is intended to be used in lieu of 46 CFR Subchapters "D" and "I" for plan review and inspections delegated to ABS by the USCG. The use of the U.S. Supplement is restricted to those vessels which participate in the USCG's Alternate Compliance Program (ACP) with ABS. The procedures for enrollment in the Alternate Compliance Program are addressed on Page 3 of this Introduction.

The Supplement is divided into eight sections:

Section I contains supplemental requirements in areas where there exist ABS Rule cites for which the USCG has additional requirements. For ease of reference, each of these cites is identified by the corresponding ABS Rule number. If a Rule cite does not apply to the vessel under consideration, then the associated supplement requirement does not apply.

Section II contains the interpretations of 1974 SOLAS (as amended) from the U.S.

Administration for those areas in which the USCG has amplifying or additional requirements. For ease of reference, each of these cites is identified by the corresponding SOLAS cite. If a SOLAS cite is not applicable to the vessel under consideration, then the associated interpretation does not apply.

Introduction - 2

Section III contains supplemental requirements in areas not contained in the ABS Rules, MARPOL or SOLAS for which the USCG has requirements. For ease of reference, each of these cites is identified by subject area title and an arbitrarily assigned paragraph identifier.

Section IV contains the check sheets to be used both during and after construction.

Section V contains the check sheet to be used during construction.

Section VI contains the check sheet for Mobile Offshore Drilling Units.

Section VII contains the U.S. Administration's interpretation of 1974 SOLAS (as amended) for the technical review of passenger vessels. The check sheets for surveys are pending enrollment of a vessel.

Section VIII contains the record of revisions commencing after 1 August 1997.

There are specific cites within this document where U.S. domestic standards are specified as mandatory for certain systems, equipment or components. U.S. Federal law is one of the reasons why many items are mandatory. It is recognized that there exist alternative standards developed by regulatory bodies and industry, both internal and external to the United States, which would define systems, equipment or components that are equivalent to those being specified herein. To the extent authorized by USCG Navigation and Vessel Inspection Circular No. 2-95, Change-1 (NVIC 2-95, Change-1), as amended and supplemented, ABS is empowered to accept alternatives built to these international/industry standards and grant the requested equivalency.

In the normal course of technological advancement and application, it is entirely possible that new systems, equipment or components will be available for use onboard vessels covered by this program. In the event that existing design requirements are not applicable, it is incumbent on the owner, builder or his designer to seek from ABS as early as possible a determination of the requirements which will be applied in such cases.

This document is the result of several years of review by ABS and the USCG. As noted above, the vision was to find common ground in their mutual missions of the protection of life and property at sea.

In August 1994 the USCG delegated authority to ABS under a Pilot Program, as defined in NVIC 2-95, to survey ABS-Classed vessels for compliance with the following statutory instruments:

• The International Convention for the Safety of Life at Sea, 1974 (as amended); and

• The International Convention for the Prevention of Pollution from Ships 73/78.

The Pilot Program was completed on 31 July 1997, and NVIC 2-95 was reissued on 1 August 1997 as NVIC 2-95, Change-1. Incorporated in this revision is the full authorization for ABS to act as agents of the USCG to review plans and conduct surveys on behalf of the USCG for vessels enrolled in the Alternate Compliance Program. This authorizes ABS to issue all of the relevant documents to support the issuance of a full-term USCG Certificate of

Introduction - 3

Inspection (COI) by the local Officer in Charge of Marine Inspection (OCMI). Under no circumstance is ABS authorized to endorse or issue a Certificate of Inspection.

Under ACP, a voluntary program, the owner may elect to have ABS conduct surveys on existing vessels on behalf of the USCG. For new construction, a request is required from both the shipyard and the owner since enrollment in this program will influence both parties.

The controlling documents pertaining to vessels enrolled in ACP are 1974 SOLAS (as amended), MARPOL 73/78, NVIC 2-95, Change-1 (dated 1 August 1997), Volume II Chapter 32 of the USCG Marine Safety Manual, the ABS Steel Vessel Rules and this Supplement.

A vessel enrolled in the Alternate Compliance Program must satisfy all the requirements contained in the applicable sections of the International Conventions, ABS Rules and the U.S. Supplement, prior to the issuance of the COI.

PROCEDURES FOR ENROLLMENT AND PARTICIPATION IN ACP

The process for enrollment in ACP is defined in the USCG Marine Safety Manual, Volume II Chapter 32.

NEW CONSTRUCTION

For new construction, since the design, fabrication sequences, and construction cost may be affected by the intended enrollment of a proposed new construction in ACP by the owner, it is imperative that the shipyard and owner consult with ABS as early in the design phase as possible.

It is prudent to discuss the proposed enrollment in depth as soon as possible to establish the basic fundamentals and administrative clarifications. Upon the completion of such a meeting, both the shipyard and the owner are to forward a written request to ABS to confirm their intentions. For the shipyard, this could be accomplished in concert with the forwarding of the ABS Request for Classification Survey Details (Form A.B.122). For survey purposes, the owner is to forward a separate letter to the local ABS Office or Regional Office (Survey Manager) to confirm their intention regarding the enrollment of the vessel. While this will assist in the proper processing within ABS, it is very important to note that the application for enrollment in ACP is to be forwarded to the USCG in accordance with NVIC 2-95, Change-1.

EXISTING VESSELS

With existing vessels, the owner or operator applies for enrollment by submitting an Application for Inspection of U.S. Vessel (Form CG-3752) to the OCMI, indicating their desire to have their vessel participate in the program. The USCG will subsequently authorize the ABS Program Manager and the local ABS Survey Office to commence the process. A "Hand Over Survey," discussed later in this text, will be scheduled at a mutually-convenient time. Upon completion of this Survey, the owner/operator will receive official notification from the USCG indicating the enrollment status.

Introduction - 4

RE-FLAGGING

For vessels intending to re-flag to U.S. Flag, it is envisioned that this document will apply in a manner similar to other existing vessels. All re-flaggings require an initial meeting between the owner and USCG headquarters.

HOW TO WITHDRAW

In order to withdraw from ACP, the owner is to advise the USCG in writing. If this is agreeable to the USCG, all data applicable to the vessel during the time period the vessel was enrolled in the program will be forwarded to the USCG for incorporation into the USCG computer files. Upon accomplishment of the information transfer, the owner would then continue the required inspections directly under the jurisdiction of the USCG.

HAND OVER SURVEY

For existing vessels, a "Hand Over Survey" must take place. The Survey is simply a time for the attending USCG and ABS staff to compare notes. The USCG will confirm that the history of the vessel has been properly entered into the ABS Status System. Then the Surveyors and Inspectors will agree on the resolution of any 835s and outstanding requirements. At this time, the USCG will also confirm to the Surveyors that the vessel is in compliance with all CFRs or will advise on those areas that must be corrected. The Surveyor and the Inspector will then complete the ABS Record of Safety Equipment. This record will ensure that the requirements of the USCG continue. The Record of Safety Equipment is to be a permanent part of the vessel’s documents.

WHAT HAPPENS WITH THE CERTIFICATE OF INSPECTION?

An ACP vessel will still have a Certificate of Inspection on board. However, it will be distinctively different in that it will not contain details of life-saving appliances and fire-extinguishing equipment. The ABS Status will contain the major details of the vessel.

WHAT HAPPENS IF THE VESSEL IS DAMAGED?

It is the responsibility of the vessel’s Master to report Marine Damages, as defined in 46 CFR

4.03 to the cognizant USCG Officer in Charge of Marine Inspection (OCMI). ABS takes the lead in determining "Fitness to Proceed" and is obliged to share this with the local OCMI. If the vessel poses a pollution threat to the environment, such as a Class I structural failure, the local OCMI will take precedence. This decision must be coordinated with the Surveyor in Charge.

REPORTABLE CASUALTY

A reportable marine casualty or accident means a casualty or accident involving any vessel within the navigable waters of the U.S., its territories or possessions, or any casualty or accident involving a US Flag vessel anywhere in the world. This definition of marine casualty or accident does not pertain to public vessels. The definition is contained in 46 CFR 4.05-1 as follows:

NOTICE OF MARINE CASUALTY

Immediately after addressing all resultant safety concerns, the owner, agent, master, operator, or person in charge, shall notify the nearest Marine Safety Office or USCG Group Office whenever a vessel is involved in a marine casualty consisting of:

Introduction - 5

1. An unintended grounding, or an unintended strike of (allision with) a bridge;

2. An intended grounding, or an intended strike of a bridge, that creates a hazard to navigation, the environment, or the safety of a vessel, or that meets any criterion of paragraphs 3 through 7;

3. A loss of main propulsion, primary steering, or any associated component or control that reduces the maneuverability of the vessel;

4. An occurrence materially and adversely affecting the vessel’s seaworthiness or fitness for service or route, including but not limited to fire, flooding, or failure of or damage to fixed fire-extinguishing systems, life-saving appliances, auxiliary power generating equipment, or bilge pumping systems;

5. A loss of life;

6. An injury that requires professional medical treatment (treatment beyond first aid) and, if the person is engaged or employed on board a vessel in commercial service, that renders the individual unfit to perform his or her routine duties; or

7. An occurrence causing property damage in excess of $25,000 including the cost of labor and materials to restore the property to its condition before the occurrence, but not including the cost of salvage, cleaning, gas-freeing, drydocking, or demurrage.

HOW TO HANDLE THE FORM 835

The USCG issues their recommendations and deficiencies on a form numbered CG-835. It has become common usage to simply refer to the USCG outstandings and deficiencies as "835s". It is intended that the USCG offices will assist ABS Surveyors by providing the liaison with other USCG offices in dealing with CG-835s. The ABS Surveyor is not expected to communicate directly with a USCG office other than the one in his local area.

The 835 is under the control of the USCG office that did the inspection and wrote the requirements. ABS will be given copies of the 835s for inclusion on the ABS Status as an Outstanding Recommendation. ABS may survey and indicate that an 835 has been satisfactorily completed. This will be done by the writing of a miscellaneous report that receives normal distribution plus one additional copy for the USCG office that wrote the 835. It is the responsibility of the local OCMI to forward the 835 to the appropriate persons to cancel the 835 in the USCG files. ABS Surveyors may "clear" 835 items, on ACP vessels only. This may be done on other US Flag vessels; however, it requires prior approval from the OCMI that issued the 835.

In those situations where compliance with an 835 has not been satisfied, the USCG office that issued the 835 must be contacted for further advice. This will be done through the OCMI at the port where the vessel is being surveyed. It is important to note that the ABS Surveyor does not have the right to extend or modify the 835.

NO SAIL ITEMS

This is a term normally used by the USCG when the condition of a vessel is suspect or has deteriorated or has sustained excessive damages. ABS has the same concerns. However, the ABS terminology differs. ABS defines no sail items in various sections of the ABS Process Instructions. ABS does not use the term "Seaworthy." The term used in ABS is "Fitness to Proceed." A vessel is not considered Fit to Proceed if it has suffered structural damage that affects the longitudinal strength of the vessel or its watertight integrity. It also applies if the

Introduction - 6 vessel has lost propulsion, steering or electrical generation capacity, including redundant systems.

Any of the foregoing would generate a report of noncompliance with the Rules and be listed as an "Outstanding Recommendation." Conversely, if the problem lies with SOLAS or MARPOL items, it would be listed as a "Deficiency." Deficiencies that would prevent a vessel from sailing would be: (1) Loss of life-saving appliances such as life boats; (2) Lack of life-saving appliances;

(3) Failure of critical parts of the fire-extinguishing system. Examples of "No Sail" items are inoperable fire pumps or depleted fixed fire-extinguishing systems. On occasion an item that is a deficiency will also be an outstanding recommendation against Class. The emergency fire pump is such an item. The emergency fire pump is required both for Class and for the Safety Equipment Certificate to be issued and/or remain valid.

OUTSTANDING RECOMMENDATIONS (OSR)

This is the term used by ABS to define areas of noncompliance with the Rules. Classification is maintained by a series of Annual Surveys and Periodical Surveys that allow the Class Society an opportunity to survey a vessel and maintain a record of its compliance with the Rules. It also allows ABS to confirm that the owner is maintaining the vessel in a satisfactory condition. A single Outstanding may not necessarily affect the Class of the vessel. Consideration is given to allow time to make corrections or to reach a more appropriate port. A number of Outstanding Recommendations or a major Outstanding Recommendation may be sufficient to question the "fitness of the vessel to proceed."

WHAT HAPPENS IF ANNUAL OR SPECIAL SURVEYS MUST BE EXTENDED?

ACP survey extensions must be processed through the Survey Manager, ABS Americas. The maximum survey extension will be three months and shall not alter the baseline date for the survey concerned. Except for the Special Surveys, all other surveys have windows of time in which they are to be completed. A series of letters are sent to the owner advising of due dates and overdue dates. Provided there are no special circumstances to consider, the Class of the vessel is in jeopardy and will be canceled 90 days after the due date.

DRYDOCKING EXTENSIONS

Regardless of the circumstances, the USCG retains the ultimate authority for granting drydocking extensions to ACP vessels. Under extenuating circumstances, ABS allows extensions of drydockings. The vessel must have no record of a grounding since the last drydocking, and a Survey must be conducted. For a 30 day extension, a general examination of the vessel is conducted. For extensions of 31 days up to 90 days, a modified Under Water Survey In Lieu of Drydocking (UWILD) is required. In the modified survey a record of the examination is made on photographs. The diver has a free swim of the bottom. Extensions of 91 days up to one year are normally done to allow the vessel’s surveys to be harmonized with IMO requirements. A one year extension requires a full Under Water Survey in Lieu of Drydocking, including two-way voice and video communications between the Surveyor and the diver. It would be considered unusual to do a one year extension under any other circumstances.

UNDER WATER SURVEY IN LIEU OF DRYDOCKING

An ACP UWILD guide was developed for vessels enrolled in ACP. The Guide for Underwater Surveys In Lieu of Drydocking for Vessels Enrolled in the ABS Based USCG Alternate Compliance Program is now included in NVIC 2-95, Change 1.

Introduction - 7

OVERSIGHT

The USCG, in delegating surveys to ABS, still retains the ultimate responsibility that vessels meet regulatory requirements. Crucial to fulfilling this responsibility is active and viable oversight by the USCG of surveys conducted by ABS on behalf of the USCG.

The foundation of this oversight is ABS’s World Wide ISO 9001 Certified Quality System. As with any successful quality system, it is a smoothly functioning in-service process verification scheme. It provides a source of continuous and timely opinion related to the effectiveness of the processes in place to meet customer requirements. An added benefit is the information it provides to both clients and management to prove that controlled work is being accomplished. In this respect it is very important in facilitating the delegation to ABS of USCG vessel inspection. It provides a framework that will be used in the USCG oversight program for delegated responsibilities.

Oversight will consist of internal and external audits of ABS by the USCG. It will also consist of annual boardings of the vessels to conduct renewal and mid-period COI inspections. The boardings will be similar to those done in Port State Inspections. A check sheet describing the considerations to expand the boardings is a part of the USCG Marine Safety Manual, Chapter 32.

U. S. Supplement Section I

I - i

I. SUPPLEMENTAL REQUIREMENTS TO CURRENT ABS RULES

Cite: 4/2.1 Boilers and Pressure Vessels I-1

Cite: 4/5A3.5.2 Electrical Equipment – Emergency Sources of Power – I-1 Power Supply – Generator

Cite: 4/5A3.9 Electrical Equipment – Emergency Sources of Power – I-1 Emergency Switchboard

Cite: 4/5A4 Electrical Equipment – Distribution System I-1

Cite: 4/5A5 Electrical Equipment – Circuit Protection System I-1

Cite: 4/5A7.1.3 Electrical Equipment – Lighting Circuits I-2

Cite: 4/5A7.3 Electrical Equipment – Navigation Light System I-2

Cite: 4/5A8 Electrical Equipment – Interior Communication Systems I-3

Cite: 4/5A8.1.2 Electrical Equipment – Engine Order Telegraphs I-3

Cite: 4/5B7 Electrical Equipment – Equipment and Installations in I-4 Hazardous Areas

Cite: 4/5C4.11.1 Electrical Equipment – Bus Bars – Design I-5

Cite: 4/5C4.11.4 Electrical Equipment – Switchboards – Internal Wiring I-5

Cite: 4/5C4.15.4 Electrical Equipment – Switchboards – Equipment and I-5 Instrumentation

Cite: 4/5C7 Electrical Equipment – Cables and Wires I-6

Cite: 4/5C7.5 Electrical Equipment – Cables and Wires – Portable and I-7 Flexing Electric Cables

Cite: 4/5E1 Electrical Equipment – Specialized Vessels and Services – I-7 Oil Carriers

Cite: 4/5E5.3 Electrical Equipment – Specialized Vessels and Services – I-7 Chemical Carriers

Cite: 4/6.15 Pumps and Piping Systems – Pumps, Pipes, Valves and I-8 Fittings – Valves

I - ii

Cite: 4/6.72.7 Pumps and Piping Systems – Vessels of the Bulk-Oil-Carrier I-8 Type and Vessels Carrying Oil Having a Flash Point of 60° C (140° F) or Less – Cargo Heating Systems

Cite: 4/6.72.12 Pumps and Piping Systems – Vessels of the Bulk-Oil-Carrier I-9 Type and Vessels Carrying Oil Having a Flash Point of 60§C (140§F) or Less – Other Piping Systems – Cargo Vapor Emission Control Systems

Cite: 4/8.9.7 Steering Gear – Instrumentation and Alarms I-9

Cite: 4/9.7 Fire Extinguishing Systems – Fire Pumps, Fire Mains, I-10 Hydrants and Hoses – Fire Mains

Cite: 4/11.1.4 Shipboard Automatic or Remote Control and Monitoring I-10 Systems – General – Required Plans and Data

Cite: 4/11.7.3 Shipboard Automatic or Remote Control and Monitoring I-11 Systems – Automatic or Remote Propulsion Control and Monitoring Systems for Propulsion – Machinery Spaces Covered Under Class Symbols – Station in Navigating Bridge

Cite: 5/2A.1.1.7 Vessels Intended to Carry Oil in Bulk – Pressure Vacuum I-11 Valves

Cite: 5/4A.5.1 Vessels Intended to Carry Liquefied Gases and Chemical I-11 Cargoes in Bulk – Liquefied Gas Carriers – Process Pressure Vessels and Liquid, Vapor, and Pressure Piping Systems

Cite: 5/4A.19 Vessels Intended to Carry Liquefied Gases and Chemical I-12 Cargoes in Bulk – Liquefied Gas Carriers – Summary of Minimum Requirements – Explanatory Notes to the Summary of Minimum Requirements

Cite: 5/4B.5.2 Vessels Intended to Carry Liquefied Gases and Chemical I-12 Cargoes in Bulk – Chemical Carriers – Piping Fabrication and Lining Details

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I. SUPPLEMENTAL REQUIREMENTS TO CURRENT ABS RULES

Cite: 4/2.1 Boilers and Pressure Vessels

Boilers, pressure vessels and heat exchangers are to comply with the requirements specified in Section 4/2 of the ABS Rules or the ASME Code. Boilers, pressure vessels and heat exchangers manufactured to any other standard will be considered on a case-by-case basis.

Cite: 4/5A3.5.2 Electrical Equipment – Emergency Sources of Power – Power Supply

– Generator

A stop control for an emergency generator must only be in the space that has the emergency generator, except a remote mechanical reach rod is permitted for the fuel oil shutoff valve to an independent fuel oil tank located in the space.

Cite: 4/5A3.9 Electrical Equipment – Emergency Sources of Power – Emergency Switchboard

Each bus-tie between a main switchboard and an emergency switchboard must be arranged to prevent parallel operation of the emergency power source with any other source of electric power, except for interlock systems for momentary transfer of loads.

If there is a reduction of potential of the normal source by 15 to 40 percent, the final emergency power source must start automatically without load. When the potential of the final emergency source reaches 85 to 95 percent of normal value, the emergency loads must transfer automatically to the final emergency power source. When the potential from the normal source has been restored, the emergency loads must be manually or automatically transferred to the normal source, and the final emergency power source must be manually or automatically stopped.

Cite: 4/5A4 Electrical Equipment – Distribution System

Each grounded system must have only one point of connection to ground regardless of the number of power sources operating in parallel in the system.

There must be ground detection for each ship's service power system, lighting system, and power or lighting distribution system that is isolated from the ship's service power and lighting system by transformers, motor generator sets, or other devices.

The ground indicators must be at the ship's service generator distribution switchboard for the normal power, normal lighting, and emergency lighting systems; and be at the propulsion switchboard for propulsion systems.

Cite: 4/5A5 Electrical Equipment – Circuit Protection System

Each fuse must meet the general provisions of Article 240 of the National Electrical Code or IEC 92-202, as appropriate, and have an interrupting rating sufficient to interrupt the maximum

I - 2 asymmetrical RMS short-circuit current at the point of application. Each fuse must provide for ready access to test the condition of the fuse.

Cite: 4/5A7.1.3 Electrical Equipment – Lighting Circuits

The construction of each lighting fixture not in a hazardous location must meet UL standard 595 until May 3, 1999; UL 1570, UL 1571 or UL 1572, as applicable, including the Marine Supplement; or IEC 92-306. Each fixture located in the weather or in a ro-ro space, cargo hold or machinery space is to be provided with a suitable lens and guard.

Each lighting fixture must be firmly secured. Each pendent-type fixture must be supported by a short length of rigid conduit.

No fixture may be used as a connection box for other than the branch circuit supplying the fixture.

Non-emergency and decorative interior lighting fixtures in environmentally protected, non-hazardous locations need only meet the applicable UL type fixture standards in UL 1570 through UL 1574 (and either the general section of the Marine Supplement or the general section of UL 595), UL 595 or IEC 92-306. These fixtures must have vibration clamps on fluorescent tubes longer than 102 cm (40 inches), secure mounting of the glassware and rigid mounting.

Cite: 4/5A7.3 Electrical Equipment – Navigation Light System

Each navigation light must meet the following:

(a) Meet the technical details of the applicable navigation rules.

(b) Be certified by an independent laboratory to the requirements of UL 1104 or an equivalent standard.

(c) Be labeled with a label stating the following:

(1) "MEETS " (Insert the identification name or number of the standard under paragraph (b) above to which the light was tested.)

(2) "TESTED BY " (Insert the name or registered certification mark of the independent laboratory that tested the fixture to the standard under paragraph (b) above.)

(3) Manufacturer’s name.

(4) Model number.

(5) Visibility of the light in nautical miles.

(6) Date on which the fixture was Type Tested.

(7) Identification of the bulb used in the compliance test.

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Cite: 4/5A8 Electrical Equipment – Interior Communication Systems

Each vessel must have an effective means of voice communications not dependent upon the main or emergency source of power for communications between the navigating bridge and the bow or forward lookout station, unless direct voice communication is possible.

Audible signaling devices in the weather must be external to the enclosure.

If a communications station is in the weather and on the same circuit as other required stations, there must be a cut-out switch on the navigating bridge that can isolate this station from the rest of the stations, unless the system possesses other effective means of station isolation during a fault condition.

For sound-powered voice communication systems, each calling circuit must be independent of each talking circuit and any fault on the calling circuit must not affect the talking circuit.

Circuits must be insulated from ground. Cables should not be run through areas of high fire risk, such as machinery rooms and galleys, unless it is technically impractical to route them otherwise or they are required to serve circuits in the high fire risk area. In high ambient noise installations, accommodations to facilitate conversation must be provided.

Jack boxes or portable headsets are prohibited on any circuit that includes any required station.

However, a hard-wired headset, with a push-to-talk feature, and cut-out switch if in the weather is acceptable.

Cite: 4/5A8.1.2 Electrical Equipment – Engine Order Telegraph

On a vessel with more than one propulsion engine, each engine must have an engine order telegraph.

On a double-ended vessel that has two navigating bridges, this system must be between the engineroom and each navigating bridge.

On vessels equipped with pilothouse control, each local control station in the engine room must have an indicator if the local control station is not immediately adjacent to the engine room control station.

Engine order telegraph and remote propulsion control systems must be electrically separate and independent, except that a single mechanical operator control device with separate transmitters and connections for each system may be used.

Each vessel with navigating bridge throttle control must have a positive mechanical stop on each telegraph transmitter that prevents movement to the "Navigating Bridge Control" position without positive action by the operator.

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Electric Engine Order Telegraph Systems

Where two or more transmitters, located on or on top of, or on the wings of, the navigating bridge operate a common indicator in the engine room, all transmitter handles and pointers must operate in synchronism or operate under the control of a transmitter transfer control as described below. Where the transmitters are mechanically interlocked to effect synchronous operation, a failure of a wire or chain at any transmitter must not interrupt or disable any other transmitter.

• Transmitter Transfer Control System: Except for a transmitter in an unattended navigating bridge on a double-ended vessel, each transmitter must operate under the control of a transmitter transfer control so that movement of any one transmitter handle automatically connects that transmitter electrically to the engine room indicator and simultaneously disconnects electrically all other transmitters. The reply pointers of all transmitters must operate in synchronism at all times.

On a double-ended vessel that has two navigating bridges, a manually operated transfer switch which will disconnect the system in the unattended navigating bridge must be provided.

Each electric engine order telegraph system must have transmitters and indicators that are electrically connected to each other.

Each engineroom indicator must be capable of acknowledgment of orders.

Each system must have an alarm on the navigating bridge that automatically sounds and visually signals a loss of power to the system. The alarm is to be provided with means to reduce the audible signal from 100 percent to not less than 50 percent.

Mechanical Engine Order Telegraph System

Each mechanical engine order telegraph system must consist of transmitters and indicators mechanically connected to each other.

Each transmitter and each indicator must have an audible signal device to indicate, in the case of an indicator, the receipt of an order, and in the case of a transmitter, the acknowledgment of an order. The audible signal device must not be dependent upon any source of power for operation other than that of the movement of the transmitter or indicator handle.

If more than one transmitter operates a common indicator in the engine room, all transmitters much be mechanically interlocked and operate in synchronism. Where the transmitters are mechanically interlocked to effect synchronous operation, a failure of a wire or chain at any transmitter must not interrupt or disable any other transmitter.

Cite: 4/5B7 Electrical Equipment – Equipment and Installations in Hazardous Areas

The following applies to installations in hazardous locations as defined in the National Electrical Code and IEC 79-0.

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Note: Electrical classifications for chemicals and materials may be found in NEC Table 500-2, IEC 79-12, and in 46 CFR Subchapter O.

Each installation in a hazardous location must meet Articles 500 through 505 of the National Electrical Code or IEC Series 79 publications.

Each item of electric equipment that is required to be explosion-proof under the NEC classification system must be approved as meeting UL 1203. Each item required to be flameproof must be approved as meeting IEC 79-1.

Purged and pressurized equipment must meet the requirements of NFPA 496 or IEC 79-2.

Cable for use in an intrinsically safe system must meet the recommendations of ISA RP 12.6 "Installation of Intrinsically Safe Instrument Systems in Class I Hazardous Locations," except Appendix A.1.

Each explosion-proof enclosure that is in a Class I location must have an approved explosion-proof seal fitting that is threaded directly into the enclosure.

Each cable entrance into Class II and Class III (Zone 10, 11, Z or Y) equipment must have a dust tight cable entrance seal approved for the installation.

Each explosion-proof or flame-proof switch and each switch controlling explosion-proof or flame-proof equipment must have a pole for each ungrounded circuit conductor.

A ventilation duct that ventilates a hazardous space has the classification of that space.

Each belt drive in a hazardous location must have a conductive belt and must have pulleys, shafts, and driving equipment grounded to meet NFPA 77.

Cite: 4/5C4.11.1 Electrical Equipment – Bus Bars – Design

A busway must not need mechanical cooling to operate within its rating. Each busway must meet Article 364 of the National Electric Code.

Cite: 4/5C4.11.4 Electrical Equipment – Switchboards – Internal Wiring

Instrument and control wiring for switchboards is to be rated for 90° C or higher; 14AWG or larger or must be ribbon cable or similar conductor size cable recommended for use in low power instrumentation, monitoring, or control circuits by the equipment manufacturer; and be flame retardant meeting ANSI/UL 1581 test VW-1 or IEC 332-1.

Cite: 4/5C4.15.4 Electrical Equipment – Switchboards – Equipment and Instrumentation

Each AC switchboard must have a voltage regulator functional cut-out switch for transferring from automatic to manual control mode and a manual control rheostat for exciter field.

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Cite: 4/5C7 Electrical Equipment – Cables and Wires

General

Generator, feeder, and bus-tie cables must be selected on the basis of a computed load of not less than the demand load given in the following table:

Demand Loads Table Generator cables 115% of continuous generator rating or 115 percent of the overload for a machine with a 2 hour or greater overload rating.

Switchboard bus-tie, except ship's service to emergency switchboard bus-tie

75% of generator capacity of the larger switchboard.

Emergency switchboard bus-tie

115% of continuous rating of emergency generator.

Motor feeders Article 430, National Electrical Code.

Galley equipment feeder 100% of either the first 50 kW or one-half the connected load, whichever is the larger, plus 65% of the remaining connected load, plus 50% of the rating of the spare switches or circuit breakers on the distribution panel.

Lighting feeder 100% of the connected load plus the average active circuit load for the spare switches or circuit breakers on the distribution panel.

Grounded neutral of a dual voltage feeder

100% of the capacity of the ungrounded conductors when grounded neutral is not protected by a circuit breaker overcurrent trip, or not less than 50% of the capacity of the ungrounded conductors when the grounded neutral is protected by a circuit breaker overcurrent trip or overcurrent alarm.

Cables

Marine shipboard cables must meet all construction and identification requirements of either IEEE Std. 45, IEC 92-3, MIL-C-24640A, or MIL-C-24643A and the respective flammability tests contained therein. Cables constructed to IEC 92-3 must be designed to pass the IEC 332-3 Category "A" flame test. Direct current electrical cable, for industrial applications only, may be applied in accordance with ADC-DCCS-1/1991.

Cables constructed to IEC 92-350 series standards are not acceptable.

Flame retardant materials may not be used as a substitute for fire stops or in lieu of cables required to meet the fire resistance requirements of IEEE 45 or IEC 92-3.

Internal Wiring

Wire must be of the copper stranded type and in an enclosure. Wire, other than in switchboards, must meet Sections 19.6.4 and 19.8 of IEEE Std. 45, MIL-W-76D, MIL-W-16878F, UL 44, UL83 or equivalent standard.

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Cite: 4/5C7.5 Electrical Equipment – Cables and Wires – Portable and Flexing Electric Cables

Each flexible electric cord and cable must meet UL 62, NEMA WC 3, NEMA WC 8, Section

19.6.1 of IEEE Std. 45, or Article 400 of the NEC.

A flexible cord must be used only as allowed under Sections 400-7 and 400-8 of the National Electrical Code; and in accordance with Table 400-4 of the National Electrical Code.

A flexible cord must not carry more current than allowed under Table 400-5 of the National Electrical Code, NEMA WC 3 or NEMA WC 8.

Each flexible cord must be 0.82 mm2 (No. 18 AWG) or larger.

Each flexible cord and cable must be without splices or taps except for a cord or cable 3.3 mm2

(No. 12 AWG) or larger.

Cite: 4/5E1 Electrical Equipment – Specialized Vessels and Services – Oil Carriers

Each vessel that carries combustible liquid cargo with a closed-cup flashpoint of 60° C (140° F) or higher must have only intrinsically safe electric systems in cargo tanks and intrinsically safe or explosion-proof electrical systems in any cargo handling room.

An enclosed hazardous space that has explosion-proof lighting fixtures must have at least two lighting branch circuits and be arranged so that there is light for relamping any deenergized lighting circuit.

No tank vessel that carries petroleum products grades A through D contracted for on or after June 15, 1977 may have an air compressor or an air compressor intake installed in: a cargo handling room; an enclosed space containing cargo piping; a space in which cargo hose is stowed;

a space adjacent to a cargo tank or cargo tank hold; a space within three meters of a cargo tank opening, an outlet for cargo gas or vapor, a cargo pipe flange, a cargo valve, or an entrance or ventilation opening to a cargo handling room; the cargo deck space, except for tank barges (the cargo deck space is the open deck over the cargo area extending 3 m (10 ft) forward and aft of the cargo area and up to 2.4 m (8 ft) above the deck); an enclosed space having an opening into any of the above locations; or a location similar to those described above in which cargo vapors or gases may be present.

Cite: 4/5E5.3 Electrical Equipment – Specialized Vessels and Services – Chemical Carriers

Each vessel that carries liquid sulphur cargo or inorganic acid cargo must meet the requirements of 4/5E1 of the Rules and Cite 4/5E1 above for a vessel carrying oil with a flashpoint not exceeding 60° C, except that a vessel carrying carbon disulfide must have only intrinsically safe electric equipment in cargo tanks, cargo handling rooms, enclosed spaces, cargo hose storage spaces, spaces containing cargo piping and hazardous locations in the weather.

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Cite: 4/6.15 Pumps and Piping Systems – Pumps, Pipes, Valves and Fittings – Valves

A valve in which the closure is accomplished by resilient nonmetallic material instead of a metal to metal seat shall comply with the design, material and construction specified in this supplement.

The following are the three categories of resiliently seated valves:

• Positive Shutoff Valves

• Category A Valves – Those valves that would continue to provide effective closure of the line and would not allow appreciable leakage from the valve if the resilient material were damaged or destroyed. Category A valves may be used in any piping system except as positive shutoff valves for systems subject to internal head pressure from tanks containing flammable, combustible, or hazardous materials.

• Category B Valves – Those valves that would not continue to provide effective closure of the line or would allow appreciable leakage from the valve if the resilient material were damaged or destroyed. Category B valves may be used in any piping system except: in any location in a fixed fire extinguishing or bilge system; as a positive closure for any through-hull penetration; as positive shutoff valves for systems subject to internal head pressure from tanks containing flammable, combustible, or hazardous materials.

The following performance criteria apply:

• Positive Shutoff Valve – Tested at rated pressure with all resilient material removed, the closed valve must pass less than 10 ml/hr (0.34 fluid oz/hr) of liquid or 3 liters/hr (0.11 ft3/hr) of gas per inch nominal pipe size through the line. Packing material must be fire resistant. This valve type will be considered suitable for internal head pressure from tanks as well as Category A valve applications.

• Category A Valve – Tested at rated pressure with all resilient material removed, the closed valve must pass less than the greater of 5% or 15% / ( )NPS of its fully open flow rate through the line.

• Category B Valve – Valves containing resilient seating or packing material, nonmetallic composition discs, or similar components and which have not passed either the test for Category A or Positive Shutoff valve.

Cite: 4/6.72.7 Pumps and Piping Systems – Vessels of the Bulk-Oil-Carrier Type and Vessels Carrying Oil Having a Flash Point of 60°° C (140°° F) or Less – Cargo Heating Systems

A thermal fluid heater must be fitted with a control which prevents the heat transfer fluid from being heated above its flash point.

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Cite: 4/6.72.12 Pumps and Piping Systems – Vessels of the Bulk-Oil-Carrier Type and Vessels Carrying Oil Having a Flash Point of 60°° C (140°° F) or Less – Other Piping Systems – Cargo Vapor Emission Control Systems

In addition to meeting the requirements in ABS Guide for Cargo Vapor Emission Control Systems on Board Tank Vessels (1991):

(a) Personnel training should be verified.

(b) Connections on hoses and manifolds must be properly marked with a yellow band 0.8 m (2.64 ft) long between two red bands 0.1 m (.33 ft) long with the word "VAPOR" in black on the yellow band.

Note: Oil Companies International Marine Forum Recommendation for Oil Tanker Manifolds and Associated Equipment, 4th Ed., has an alternative marking arrangement for vessel manifolds that is acceptable. The difference is that reducers on manifolds, where they are used, are lettered (at 2 and 10 o'clock) with the word "vapor". That word does not need to be painted on the last meter of pipe that is before the flange.

(c) Manifold flanges should have a stud and the hose/loading arm flange should have a hole.

(d) Markings for overfill protection outside the control room should be in 50 mm (2 in) high black letters on a white background.

(e) Dual overfill alarms on tank barges, when powered from a shore facility, are to be fitted with a cable and plug which meets ANSI/NEMA WD6, NFPA 70 Articles 410-57 and 501-12 as well as be explosion-proof.

(f) Tank barges, when equipped to automatically shut down loading by a shore facility, are to be fitted with a male plug which meets IEC 309-1/309-2 with pins S2 and R1 for the overfill sensor circuit, pin G for the cable shielding, and pins N and T3 reserved for an optional high level alarm. The plug must be labeled with the words "Connector for Barge Overflow Control System" and with the inductance and capacitance of the connecting switching and cabling. The sensor activating shutdown must have components that generate or store no more than 1.2 V, 0.1 A, 25 mW or 20x10-3 mJ.

(g) Oxygen measurement, when required either at a facility or for lightering, shall have arrangements that allow the measuring to be continuously made from a point 1 m (3.3 ft) below the tank top and from a point at half the ullage.

Cite: 4/8.9.7 Steering Gear – Instrumentation and Alarms

This requirement applies to each vessel of 1600 gross tons and over that has power driven main or auxiliary steering gear.

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The steering failure alarm system must be independent of each steering gear control system, except for the input received from the steering wheel shaft.

The steering failure alarm system must have audible and visible alarms in the pilothouse when the actual position of the rudder differs by more than 5 degrees from the rudder position ordered by the follow-up control systems for more than:

(a) 30 seconds for ordered rudder position changes of 70 degrees,

(b) 6.5 seconds for ordered rudder position changes of 5 degrees, and

(c) The time period calculated by the following formula for ordered rudder position changes between 5 degrees and 70 degrees:

t = (R/2.76) + 4.64

Where:

t = maximum time delay in seconds R = ordered rudder change in degrees

Each steering failure alarm system must be supplied by a circuit that is independent of other steering gear systems and steering alarm circuits.

Cite: 4/9.7 Fire Extinguishing Systems – Fire Pumps, Fire Mains, Hydrants and Hoses – Fire Mains

Fire mains may not be used for other than fire, deck wash or tank cleaning services unless specific provisions are included in the system design which ensure that system availability and performance requirements to fight shipboard fires are not compromised.

All distribution valves in the fire main system shall be distinctly marked to indicate the compartments or parts of the vessel to which they lead.

Cite: 4/11.1.4 Shipboard Automatic or Remote Control and Monitoring Systems – General – Required Plans and Data

One copy of a qualitative failure analysis must be submitted for propulsion controls, microprocessor-based system hardware, safety controls, automated electric power management, automation required to be independent that is not physically separate and any other automation that in the judgment of the reviewing authority potentially constitutes a safety hazard to the vessel or personnel in case of failure.

Note: The qualitative failure analysis is intended to assist in evaluating the safety and reliability of the design. It should be conducted to a level of detail necessary to demonstrate compliance with applicable requirements and should follow standard qualitative analysis procedures. Assumptions, operating conditions considered, cause and effect relationships, how failures are detected by the crew, alternatives available to the crew, and possible

I - 11 design verification tests necessary should be included. Questions regarding failure analysis should be referred to the reviewing authority at an early stage of design.

Vessels with minimally attended or periodically unattended machinery plants must have a planned maintenance program to ensure continued safe operation of all vital systems. The program must include maintenance and repair manuals for work to be accomplished by maintenance personnel and checkoff lists for routine inspection and maintenance procedures.

The planned maintenance program must be functioning prior to the completion of the evaluation period for reduced manning.

Maintenance and repair manuals must include details as to what, when and how to troubleshoot, repair and test the installed equipment and what parts are necessary to accomplish the procedures.

Schematic and logic diagrams must be included in this documentation. Manuals must clearly delineate information that is not applicable to the installed equipment.

Test procedure documents must be in a step-by-step or checkoff list format. Each test instruction must specify equipment status, apparatus necessary to perform the tests, safety precautions, safety control and alarm setpoints, the…