GreatNorthCollective/greatnorth-canada-federal-laws-text huggingface dataset:
Marine Machinery Regulations — (f)
(f) where an auxiliary steering gear that is in a ship of less than 1,600 tons gross tonnage and that is required to be power-operated is not electrically powered or is powered by an electric motor primarily intended for other services, the main steering gear may be fed by one circuit from the main switchboard; and
Marine Machinery Regulations — (g)
(g) where an electric motor primarily intended for other services is arranged to power an auxiliary steering gear in a ship of less than 1,600 tons gross tonnage, protection arrangements for electric and electrohydraulic power-operated steering gears are not required to meet the requirements set out in paragraphs (d) and (e) if suitable alternative arrangements are made.
Marine Machinery Regulations — (a)
(a) for ships carrying more than 12 passengers, each steering gear power unit enables the steering gear to meet the requirements of item 9;
Marine Machinery Regulations — (b)
(b) for ships carrying not more than 12 passengers, both steering gear power units operating together enable the steering gear to meet the requirements of item 9; and
Marine Machinery Regulations — (c)
(c) for hydraulic-type steering gears, the main steering gear is arranged so that, after a single failure in its piping or in one of the steering gear power units, the defect can be isolated and steering capability can be maintained or rapidly regained, and for other types of steering gear, a similar standard can be achieved.
Marine Machinery Regulations — (a)
(a) the main steering gear shall be so arranged that in the event of loss of steering capability due to a single failure in any part of one of the power-actuating systems of the main steering gear, excluding the tiller, quadrant or components serving the same purpose or a seizure of the rudder actuators, steering capability shall be regained in less than 45 seconds after the loss of one power actuating system;
Marine Machinery Regulations — (b)
(b) the main steering gear shall comprise (i) two independent and separate power-actuating systems, each capable of meeting the requirements of item 9, or (ii) at least two identical power-actuating systems that, acting simultaneously in normal operation, shall be capable of meeting the requirements of item 9 if (A) interconnection of hydraulic power-actuating systems, where necessary, is provided, and (B) loss of hydraulic fluid from one of the systems is capable of being detected and that system is automatically isolated so that the other system or systems remain fully operational; and
Marine Machinery Regulations — (i)
(i) two independent and separate power-actuating systems, each capable of meeting the requirements of item 9, or
Marine Machinery Regulations — (ii)
(ii) at least two identical power-actuating systems that, acting simultaneously in normal operation, shall be capable of meeting the requirements of item 9 if (A) interconnection of hydraulic power-actuating systems, where necessary, is provided, and (B) loss of hydraulic fluid from one of the systems is capable of being detected and that system is automatically isolated so that the other system or systems remain fully operational; and
Marine Machinery Regulations — (A)
(A) interconnection of hydraulic power-actuating systems, where necessary, is provided, and
Marine Machinery Regulations — (B)
(B) loss of hydraulic fluid from one of the systems is capable of being detected and that system is automatically isolated so that the other system or systems remain fully operational; and
Marine Machinery Regulations — (c)
(c) steering gears, other than of the hydraulic type, shall achieve a standard equivalent to the standard referred to in subitem (b).
Marine Machinery Regulations — (a)
(a) a safety standard equivalent to the standard set out in item 22 is achieved;
Marine Machinery Regulations — (b)
(b) components meet the requirements of item 1 of Division II;
Marine Machinery Regulations — (c)
(c) following loss of steering capability due to a single failure of any part of the piping system or in one of the power units, steering capability is regained within 45 seconds; and
Marine Machinery Regulations — (d)
(d) where the steering gear includes only a single rudder actuator, the following factors are taken into special consideration in the actuator design and construction: (i) stress analyses including, as appropriate, fatigue analysis and fracture mechanics analysis, (ii) materials used, and (iii) hydraulic fluid sealing arrangements.
Marine Machinery Regulations — (i)
(i) stress analyses including, as appropriate, fatigue analysis and fracture mechanics analysis,
Marine Machinery Regulations — (iii)
(iii) hydraulic fluid sealing arrangements.
Marine Machinery Regulations — (a)
(a) of tested ductile materials in accordance with rules or codes; and
Marine Machinery Regulations — (b)
(b) with pressure-retaining components that have a tensile strength of not more than 650 MPa and a percentage elongation of not less than 12 per cent.
Marine Machinery Regulations — (a)
(a) 1.25 times the maximum pressure expected under the operating conditions set out in subitem 9(a) of Division I; and
Marine Machinery Regulations — Marine Machinery Regulations
A and B are as follows: Steel Cast Steel Nodular Cast Iron A 4 4.6 5.8 B 2 2.3 3.5
Marine Machinery Regulations — (a)
(a) the setting pressure shall not be less than 1.25 times the maximum pressure expected under the operating conditions set out in subitem 9(a) of Division I;
Marine Machinery Regulations — (b)
(b) the minimum discharge capacity of the relief valves shall not be less than the total capacity of all pumps that provide power for the actuator, increased by 10 per cent;
Marine Machinery Regulations — (c)
(c) under operating conditions the rise in pressure shall not exceed 10 per cent of the setting pressure; and
Marine Machinery Regulations — (d)
(d) in respect of subitems (b) and (c), account shall be given to extreme foreseen ambient conditions in respect of oil viscosity.
Marine Machinery Regulations — (a)
(a) move to starboard to turn the bow of the ship to starboard; or
Marine Machinery Regulations — (b)
(b) move to port to turn the bow of the ship to port.
Marine Machinery Regulations — (a)
(a) if electric, it shall be served by its own separate circuit supplied from a steering gear power circuit from a point within the steering gear compartment or directly from switchboard busbars supplying that steering gear power circuit at a point on the switchboard adjacent to the supply to the steering gear power circuit;
Marine Machinery Regulations — (b)
(b) means shall be provided in the steering gear compartment for disconnecting any control system that is operable from the bridge to the steering gear it serves;
Marine Machinery Regulations — (c)
(c) the system shall be capable of being brought into operation from a location on the bridge;
Marine Machinery Regulations — (d)
(d) in the event of a failure of the electrical power supply to the control system, an audible and visual alarm shall be given on the bridge; and
Marine Machinery Regulations — (e)
(e) short circuit protection only shall be provided for steering gear control supply circuits.
Marine Machinery Regulations — (a)
(a) diversion arrangements for warmed cooling water from overboard discharges into sea- water inlet boxes;
Marine Machinery Regulations — (b)
(b) means to clear sea-water inlet boxes, preferably by steam that has a pressure not in excess of the design working pressure of the sea-water inlet boxes and that is vented to the upper deck by means of a valved pipe; and
Marine Machinery Regulations — (c)
(c) ensuring sea-water inlet strainers have (i) perforations approximately 20 mm in diameter to prevent ingestion of large ice particles, and (ii) a strainer perforated area approximately 5 times the total cross-sectional area of the inlet pipes being served to ensure full fluid flow in slush ice conditions.
Marine Machinery Regulations — (i)
(i) perforations approximately 20 mm in diameter to prevent ingestion of large ice particles, and
Marine Machinery Regulations — (ii)
(ii) a strainer perforated area approximately 5 times the total cross-sectional area of the inlet pipes being served to ensure full fluid flow in slush ice conditions.
Marine Machinery Regulations — (a)
Group 1 ship means a ship in which machinery is controlled and monitored from the bridge and engineers do not maintain surveillance watch duties in the machinery spaces and that is certificated for the following voyages: (a) Foreign voyage, Home Trade Class I or II or Inland Waters Class I; or (b) Home Trade Class III or IV, Inland Waters Class II or Minor Waters where the propulsion total brake power of the ship exceeds 2000 kW;
Marine Machinery Regulations — (a)
(a) Foreign voyage, Home Trade Class I or II or Inland Waters Class I; or
Marine Machinery Regulations — (b)
(b) Home Trade Class III or IV, Inland Waters Class II or Minor Waters where the propulsion total brake power of the ship exceeds 2000 kW;
Marine Machinery Regulations — (a)
Group 2 ship means a ship in which machinery may be controlled from the bridge and at least one engineer is on watch in a remote central control room location only and that is certificated for the following voyages: (a) Foreign voyage, Home Trade Class I or II or Inland Waters Class I; or (b) Home Trade Class III or IV, Inland Waters Class II or Minor Waters where the propulsion total brake power of the ship exceeds 2000 kW;
Marine Machinery Regulations — (a)
Group 3 ship means a ship (a) that has main propulsion and ship service reciprocating type-internal combustion engines; (b) in which machinery is controlled and monitored from the bridge or a central control room; (c) that is certificated for Home Trade voyages Class III or IV, Inland Waters Class II or Minor Waters voyages where the propulsion total brake power of the ship does not exceed 2000 kW; and (d) in which engineering personnel do not maintain surveillance watch duties within the machinery space.
Marine Machinery Regulations — (a)
(a) that has main propulsion and ship service reciprocating type-internal combustion engines;
Marine Machinery Regulations — (b)
(b) in which machinery is controlled and monitored from the bridge or a central control room;
Marine Machinery Regulations — (c)
(c) that is certificated for Home Trade voyages Class III or IV, Inland Waters Class II or Minor Waters voyages where the propulsion total brake power of the ship does not exceed 2000 kW; and
Marine Machinery Regulations — (d)
(d) in which engineering personnel do not maintain surveillance watch duties within the machinery space.
Marine Machinery Regulations — (b)
(b) non-passenger ships fitted with a remote machinery control location, which may be the bridge, where (i) the machinery space is continuously manned by an engineer maintaining surveillance watch duties who is capable of locally controlling the machinery, and (ii) bridge-to-machinery-space telegraphic and telephonic communication systems are fitted; and
Marine Machinery Regulations — (i)
(i) the machinery space is continuously manned by an engineer maintaining surveillance watch duties who is capable of locally controlling the machinery, and
Marine Machinery Regulations — (ii)
(ii) bridge-to-machinery-space telegraphic and telephonic communication systems are fitted; and
Marine Machinery Regulations — (c)
(c) non-passenger ships fitted with a machinery control location in a room within, or immediately adjacent to, the machinery space where (i) engineering personnel maintain regular surveillance watch duties within the machinery space, and (ii) an audible and visual alarm system provides a means to alert engineering personnel to return to the control location room.
Marine Machinery Regulations — (i)
(i) engineering personnel maintain regular surveillance watch duties within the machinery space, and
Marine Machinery Regulations — (ii)
(ii) an audible and visual alarm system provides a means to alert engineering personnel to return to the control location room.
Marine Machinery Regulations — (a)
(a) where electrical power is used, (i) the systems shall be served by at least two exclusive circuits fed directly from the main switchboard, and one of the circuits shall be supplied through the emergency switchboard, where fitted, and these circuits shall not supply power for any other machinery, and (ii) a main-line disconnect or circuit-breaker for all console power shall be provided in a readily accessible location;
Marine Machinery Regulations — (i)
(i) the systems shall be served by at least two exclusive circuits fed directly from the main switchboard, and one of the circuits shall be supplied through the emergency switchboard, where fitted, and these circuits shall not supply power for any other machinery, and
Marine Machinery Regulations — (ii)
(ii) a main-line disconnect or circuit-breaker for all console power shall be provided in a readily accessible location;
Marine Machinery Regulations — (b)
(b) where pneumatic power is used, each source shall consist of an air compressor, separately supplied with power, and an air receiver, both of adequate capacity and arranged to allow cross connection or isolation; and
Marine Machinery Regulations — (c)
(c) where hydraulic power is used, these sources shall be separate from any other hydraulic service requirements and each hydraulic pump shall be separately supplied with power.
Marine Machinery Regulations — (a)
(a) be capable of sounding an audible alarm in the main machinery control room or at the propulsion machinery remote control location and of indicating each separate alarm function visually at a suitable location;
Marine Machinery Regulations — (b)
(b) be connected to the engineers’ public rooms and to each of the engineers’ cabins through a selector switch that connects to at least one of the cabins at all times;
Marine Machinery Regulations — (c)
(c) activate an audible and visual alarm on the bridge for any situation that requires action by or the attention of the officer on watch;
Marine Machinery Regulations — (d)
(d) as far as practicable, be designed to have fail safe characteristics; and
Marine Machinery Regulations — (e)
(e) activate the alarm in the engineers’ public rooms and cabins if an alarm has not received attention locally within a set time.
Marine Machinery Regulations — (a)
(a) a fire detection and alarm system shall be fitted that is capable of providing coverage (i) throughout the machinery spaces, and (ii) in boiler air supply and exhaust casings and internal combustion engine scavenge air belts on ships of 500 tons gross tonnage or more, where the casings and air belts are prone to fire;
Marine Machinery Regulations — (i)
(i) throughout the machinery spaces, and
Marine Machinery Regulations — (ii)
(ii) in boiler air supply and exhaust casings and internal combustion engine scavenge air belts on ships of 500 tons gross tonnage or more, where the casings and air belts are prone to fire;
Marine Machinery Regulations — (b)
(b) fire detection and alarm systems shall be used and the location of scanners and types of detectors shall be based on the heat and smoke hazards involved and the required sensitivity of operation;
Marine Machinery Regulations — (c)
(c) a fire control system with associated equipment shall be fitted in all machinery spaces to provide firefighting capability in accordance with (i) the Vessel Fire Safety Regulations , in the case of vessels in respect of which those Regulations apply, or (ii) the Fire Detection and Extinguishing Equipment Regulations , as they read immediately before being repealed, in any other case;
Marine Machinery Regulations — (i)
(i) the Vessel Fire Safety Regulations , in the case of vessels in respect of which those Regulations apply, or
Marine Machinery Regulations — (ii)
(ii) the Fire Detection and Extinguishing Equipment Regulations , as they read immediately before being repealed, in any other case;
Marine Machinery Regulations — (d)
(d) the remote fire control system shall be operable from an accessible location outside the machinery spaces;
Marine Machinery Regulations — (e)
(e) the fire control location shall have instructions posted and all arrangements necessary for the operation of the system including, where applicable, stopping of machinery and fans, closing of valves, starting of remote fire pumps and release of smothering gas;
Marine Machinery Regulations — (f)
(f) guards shall be provided to prevent leakage of oil from fuel oil systems from dripping or spraying onto hot surfaces; and
Marine Machinery Regulations — (g)
(g) a fuel leakage collector system leading to a collector tank and fitted with an alarm to indicate leakage shall be fitted except where surveillance is required in accordance with item 67 of Subdivision II of Division IV for ships exempted from carrying watchkeeping engineers.
Marine Machinery Regulations — (a)
(a) contain step-by-step or check-off stages and not impair the operation of the installed alarms and safety devices after testing under simulated fault conditions has been completed;
Marine Machinery Regulations — (b)
(b) specify the frequency of testing, indicate the tools required to complete the testing and the location of the tools in the systems; and
Marine Machinery Regulations — (c)
(c) be concise but sufficiently explicit to allow engineering personnel to carry out the testing and interpret the results.
Marine Machinery Regulations — (a)
(a) where the electrical power can under normal conditions be supplied by one generator, suitable load-shedding arrangements shall be provided to safeguard the supplies of power needed by propulsion, steering and safety systems; and
Marine Machinery Regulations — (b)
(b) except where impracticable for ships of less than 1,600 tons gross tonnage, in the case of failure of the operating generator, adequate provision shall be made for automatic starting and connecting to the main switchboard of a stand-by generator of sufficient capacity to permit, in sequential operation where necessary, automatic restarting of the essential propulsion, steering and safety systems.
Marine Machinery Regulations — (a)
(a) propeller speed and direction of rotation in the case of fixed-pitch propellers; or
Marine Machinery Regulations — (b)
(b) propeller speed and pitch position in the case of controllable-pitch propellers.
Marine Machinery Regulations — (a)
(a) an audible and visual alarm and shut-down arrangement shall be fitted in the system to operate in the event of oil being detected and the shut-down arrangement shall have an emergency manual override capability; and
Marine Machinery Regulations — (b)
(b) valves that are open on dry bilges shall be automatically closed so that there is no loss of suction in bilge suction systems.
Marine Machinery Regulations — (b)
(b) inadequate air to support combustion;
Marine Machinery Regulations — (c)
(c) abnormally high steam or water pressure in boilers;
Marine Machinery Regulations — (d)
(d) loss of circulating fluid in hot-water boilers and hot-air heating units; or
Marine Machinery Regulations — (e)
(e) water at a low level in steam boilers.
Marine Machinery Regulations — (a)
(a) the water-level control float chamber;
Marine Machinery Regulations — (b)
(b) the low water-level limit control float chamber; or
Marine Machinery Regulations — (c)
(c) pipes connecting the float chambers to the boiler.
Marine Machinery Regulations — (a)
(a) aft port and starboard sides of each machinery space of category A; and
Marine Machinery Regulations — (b)
(b) any bilge aft of the collision bulkhead on ships certificated for towing operations.
Marine Machinery Regulations — (a)
(a) an audible and visual alarm and shut-down arrangements shall be fitted in the system to operate in the event of oil being detected and the shut-down arrangement shall have an emergency manual override capability; and
Marine Machinery Regulations — (b)
(b) valves that are open on dry bilges shall be automatically closed so that there is no loss of suction in bilge systems.
Marine Machinery Regulations — (x)
(x) Piston Coolant Temperature (if separate system)
Marine Machinery Regulations — (i)
(i) Boiler or Hot-Air Heating Unit, Operating
Marine Machinery Regulations — (iii)
(iii) Fuel Service Tank Oil Temperature, where required
Marine Machinery Regulations — (iv)
(iv) Coolant Expansion Tank Liquid Level
Marine Machinery Regulations — (vii)
(vii) Bilge Water, where automatically pumped
Marine Machinery Regulations — (xii)
(xii) Fire Main Water Pressure, when activated
Marine Machinery Regulations — (vi)
(vi) Lubricating Oil Temperature, monitor only
Marine Machinery Regulations — (ix)
(ix) Thrust Block Temperature, if independently lubricated
Marine Machinery Regulations — (a)
(a) powered by reciprocating-type internal combustion engines;
Marine Machinery Regulations — (b)
(b) equipped with remote control and monitoring systems that meet the applicable requirements set out in this Schedule;
Marine Machinery Regulations — (c)
(c) equipped with central control and monitoring systems suitable for operation by the person assigned steering duties; and
Marine Machinery Regulations — (d)
(d) subject to periodic checks of machinery spaces by a crew member other than the person assigned steering duties.
Marine Machinery Regulations — (a)
(a) be made of steel or other material suitable for the liquid contents, the intended use and location of the tanks in the ship;
Marine Machinery Regulations — (b)
(b) where carbon steel shell plate is used, be of the following minimum plate thickness: (i) 2 mm for capacity not exceeding 100 L, (ii) 3 mm for capacity not exceeding 1 300 L, and (iii) 5 mm for capacity not exceeding 4 500 L;
Marine Machinery Regulations — (i)
(i) 2 mm for capacity not exceeding 100 L,
Marine Machinery Regulations — (ii)
(ii) 3 mm for capacity not exceeding 1 300 L, and
Marine Machinery Regulations — (iii)
(iii) 5 mm for capacity not exceeding 4 500 L;
Marine Machinery Regulations — (c)
(c) be fitted with stiffeners so that any unsupported flat surface area does not exceed (i) 0.28 m 2 where plate thickness does not exceed 3 mm, and (ii) 0.56 m 2 where plate thickness does not exceed 5 mm;
Marine Machinery Regulations — (i)
(i) 0.28 m 2 where plate thickness does not exceed 3 mm, and
Marine Machinery Regulations — (ii)
(ii) 0.56 m 2 where plate thickness does not exceed 5 mm;
Marine Machinery Regulations — (d)
(d) be fitted with a suitable clean-out door, where capacity exceeds 1 300 L; and
Marine Machinery Regulations — (e)
(e) have welded or brazed seams, except that where the capacity is not more than 100 L, a solder having a melting point of not less than 425°C may be used.
Marine Machinery Regulations — (a)
(a) domestic and sanitary (i) salt water piping systems, (ii) fresh water piping systems, and (iii) waste water piping systems;
Marine Machinery Regulations — (b)
(b) scupper systems draining inboard but not led within the boundaries of refrigerated chambers;
Marine Machinery Regulations — (c)
(c) ballast water and fresh water piping systems situated inside tanks used exclusively for ballast water or fresh water;
Marine Machinery Regulations — (d)
(d) sounding and vent pipes to tanks used exclusively for ballast water or fresh water in non-passenger ships except for sections above the weather deck;
Marine Machinery Regulations — (e)
(e) sounding pipes to cargo holds in non-passenger ships; and
Marine Machinery Regulations — (f)
(f) bilge suction pipes in ships not over 24 m in length.
Marine Machinery Regulations — (a)
(a) in fire extinguishing piping systems;
Marine Machinery Regulations — (c)
(c) in boiler feed and condensate piping systems;
Marine Machinery Regulations — (d)
(d) in bilge and ballast piping systems in machinery spaces except as provided for in subitem 9 (f);
Marine Machinery Regulations — (e)
(e) outboard of sea inlet or overboard discharge valves; and
Marine Machinery Regulations — (f)
(f) in other piping systems where the use could compromise the safety of the ship or personnel.
Marine Machinery Regulations — (b)
(b) chafing where secured in hangers; and
Marine Machinery Regulations — (c)
(c) crushing due to overtightening of hanger clamps where they shall be protected by fitting nut-locking or other suitable devices.