【法规名称】
【法规编号】 61476 什么是编号？
【正 文】
第3页 CAP 369U MERCHANT SHIPPING (SAFETY) (CLOSING OF OPENINGS IN HULLS AND IN WATERTIGHT BULKHEADS) REGULATIONS
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[接上页] Principles to be Observed when Fitting Watertight Doors in New Ships Number and Location of Doors (Applicable to New Ships) 1. (1) It has always been accepted that a number of access openings, closed by means of watertight doors, will be required in some watertight bulkheads for essential purposes, e.g. to inspect vital items of machinery, provide emergency or alternative means of escape, etc. Equally however, it has always been stressed, both nationally and internationally, that the number of such openings should be kept to the absolute minimum compatible with the design and proper working of the ship. Every effort should therefore be made to reduce, as far as practicable, the number of watertight doors fitted in any new passenger ship. This might be achieved in a number of ways. For example, in the accommodation spaces, efforts should be made to arrange access and escape routes in a manner which would minimize the need for people to pass through watertight bulkheads below the level of the bulkhead deck. In the case of service spaces and other working compartments, normal access should where possible be available without the need for continual passage through main bulkheads. Acceptance of the location of any watertight door will however be dependent upon the Director being satisfied that its presence is essential for the proper working of the ship. The Position and Size of Watertight Doors (Applicable to New Ships) (2) The possible effects of progressive flooding through an unclosed opening should always be taken into account when deciding upon the position and size of any watertight door. An unclosed door, lying wholly below the level of the waterline obviously presents a great potential hazard. To lessen such dangers, watertight doors should be kept as small as possible and be positioned, whenever practicable, close to the centreline with their sills as high as is possible and consistent with safe access and preferably above the level of the waterline. Means of Controlling Watertight Doors (Applicable to those Ships Fitted with Central/Local Control Facilities at Navigating Bridge Deck) 2. (1) The system adopted to give central control to the watertight doors fitted throughout the ship should be designed not only to ensure their efficient operation but also to reduce the risk of injury to personnel when passing through the doorway. To this end, the watertight door central control unit located on the navigating bridge should have two operating positions, one marked "local control" and the other "doors closed". When the "local control" position is selected any door should be capable of being opened or closed only by means of the local controller provided at each side of the door automatic closure of the door should not be possible in this mode of operation. Selection of the alternative position-"doors closed"-should cause all the doors to close. It should also ensure automatic closure of any door in the system if it is opened thereafter by the use of the local controllers. BECAUSE OF THE INCREASED RISK OF INJURY TO PERSONNEL WHEN USING THE DOORS IN THE AUTOMATIC CLOSING MODE use of the "doors closed" position should be restricted to emergency and drill or testing purposes, the latter always being preceded by an adequate warning signal. The Speed of Closure of the Watertight Doors (Applicable to all Ships) (2) All the power operated doors fitted in any ship must be capable of being closed from the navigating bridge within one minute. Whilst this is a relatively short period of time to close all doors, it should be borne in mind that recent studies have shown that progressive flooding through doorways, before effective closure of the watertight doors can be completed, could have disastrous results in some ships-in particular, roro ferries. It follows, therefore, that prompt action must always be taken to close any watertight door which may be open when an emergency situation is imminent. The speed of closure of an individual door should not cause unnecessary risk to the users. Where the closing mechanism permits the doors should be adjusted so that they can be closed from the fully open position in not less than 20 seconds nor more than 40 seconds from first movement. (Enacted 1991) Cap 369U Sched 2 OPERATIONAL INSTRUCTIONS [regulation 4(1)(a)] 1. Operational Instructions submitted for approval to the Director should specify in what circumstances, if any, and subject to what conditions, each watertight door in the ship may be opened. Two conditions of any voyage should always be catered for i.e. those applicable in potentially hazardous situations when the highest standard of watertight integrity is required and those applicable in normal conditions, i.e. when potentially hazardous situations are not present. Potentially hazardous situations for this purpose include voyages- (a) in conditions of restricted visibility; (b) during any part of a voyage within port limits, or within compulsory pilotage limits; |
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