5.4       Survey and test of watertight doors

5.4.1     Survey before installation

Means and requirements for test of watertight doors are to be included in the compartment tightness testing diagrams provided by the shipyard. Before installation, it is to review the marine product certificate of watertight doors. Special attention is to be paid that the head of water pressure test specified in the certificate is not to be lower than the height from the lowest position of the sill in the actual installation location of the door to the bulkhead deck. The shipyard is to submit the application of survey of watertight doors, together with examination and testing records of the doors.

5.4.2     Survey and test after installation

(1)   Tests of all control positions

a)     Local control positions

i.     Local hand-operated mechanism. It shall be possible to open and close the door by hand at the door itself from either side. The direction of the movement of the handles in opening and closing the door shall be in the direction of door movement and shall be clearly indicated. The time necessary for the complete closure of the door, when operating by hand gear, shall not exceed 90s. Control handles shall be provided at each side of the bulkhead at a minimum height of 1.6m above the floor and shall be so arranged as to enable persons passing through the doorway to hold both handles in the open position without being able to set the power closing mechanism in operation accidentally.

ii.    Local power-operated controls. It shall be provided with controls for opening and closing the door by power from both sides of the door. The direction of the movement of the handles in opening and closing the door shall be in the direction of door movement and shall be clearly indicated.

For the local control positions above, it is also to examine the effectiveness of the following indicators: indicators on both sides of the door to indicate the door open or closed; indicators on both sides of the door to indicate the central operating console at the navigation bridge in “local control” mode or “door closed” mode.

b)    Remote operating positions above the bulkhead deck

Each door is to be in an accessible position above the bulkhead deck and be closed by an all round crank motion or some other hand operation (Attention is to be paid that there is no mandatory requirements for opening of the door).The time necessary for the complete closure of the door, when operating by hand gear, shall not exceed 90s. The direction of the movement of the handles in opening and closing the door (where applicable) shall be clearly indicated. Indicators are to be installed to show the door open or closed. Attention is to be paid that opening or closing of the door is to be indicated only by two lights of different colors, instead of by one light’s lightening or going out.

c)     Central operating console at the navigation bridge

It is to be possible to remotely close any door or any door opened simultaneously from the central operating console at the navigation bridge. It shall not be possible to remotely open any door from the central operating console under any circumstances. The central operating console shall have a “master mode” switch. It is to use “local control” mode at first during the test, to test if the door can be opened or closed well by using local power-operated controls. The test may be combined with test a) as above. And then, it is to use “door closed” mode in both condition of all doors open and some doors open, to test if it is able to close all the doors that are open. After all doors are closed, it is to locally reopen all doors one by one, to check if the doors can be reclosed.

During the tests as above, it is to check the working condition of the indicators showing whether each door is open or closed on the central operating console. The lightening of the red light indicates the door is completely open; the lightening of the green light indicates the door is completely closed. When remotely closing the door, the red light is to flash.

(2)   Arrangement and survey of power sources

a)     For watertight doors with a centralized hydraulic system with two independent power sources, it is to close all the doors simultaneously from the completely open position to the completely closed position when either of the two independent power sources operates.

i.     The power source is to be switched to hydraulic accumulator. Under the normal pressure, it is to stop the pump from cutting in pressure, and to test if the capacity is sufficient to operate all the doors closed-open-closed continuously from completely open position. Attention is to be paid that all the doors are to finish this operating cycle with the pump switched off. After finishing the test as above, it is to test if the accumulator can open and close the doors when the pump works.

ii.    It is to check the effectiveness of audible and visual alarms on the central operating console at the navigation bridge, including low-level alarm and low gas pressure alarm for hydraulic fluid reservoirs and low gas pressure alarm for hydraulic accumulators.

b)    For watertight doors with an independent hydraulic system for each door, it is to carry out operation test separately for each power source.

i.     The power source is to be switched to hydraulic accumulator. Under the normal pressure, it is to stop the pump from cutting in pressure, and to test if the capacity is sufficient to operate all the doors closed-open-closed continuously from completely open position. Attention is to be paid that all the doors are to finish this operating cycle with the pump switched off. After finishing the test as above, it is to test if the accumulator can open and close the doors when the pump works.

ii.    It is to check the effectiveness of audible and visual alarms on the central operating console at the navigation bridge, including low gas pressure alarm for hydraulic fluid reservoirs and low gas pressure alarm for hydraulic accumulators, and loss of stored energy indicators at each local operating position.

c)     For watertight doors with an independent electrical system and motor for each door, it is to carry out operation test separately for each power source. It is to carry out the test separately with the power supplied by the main source of electrical power and emergency source of electrical power. It is also to test if the power source is capable of being automatically supplied by the transitional source of emergency electrical poxes in the event of failure of either the main or emergency source of electrical power, and with sufficient capacity to operate the door closed-open-closed continuously from completely open position when all the equipment in need of power supplied by power source of emergency electrical poxes work well.

During the test by power operation upon the requirements as above, it is to ensure the closure time, from the time the door begins to move to the time it reaches the completely closed position, shall in no case be less than 20s or more than 40s and the closure time, for doors being closed simultaneously from the central operating console at the navigation bridge, shall be not more than 60s with the ship in the upright position.

d)    Survey of closure alarm for watertight doors

During the test of power-operated watertight doors, it is to test if an audible alarm will sound for at least 5s but no more than 10s before the door begins to move and will continue sounding until the door is completely closed. In the case of remote hand operation it is sufficient for the audible alarm to sound only when the door is moving. Additionally, in passenger areas and areas of high ambient noise, the audible alarm is to be supplemented by an intermittent visual signal at the door.

(3)   Hose test and hydraulic pressure test for watertight doors

After the installation of watertight doors, it is to carry out the hose test. Requirements for the test refer to the related regulations of CCS rules. The test is to be carried out separately from both sides of the doors. Where a hose test is not practicable because of possible damage to machinery, electrical equipment near the door, it is to check the watertightness by means such as an ultrasonic leakage test or other equivalent means. If the watertight door itself is not subject to hydraulic pressure test, each door is to have the hydraulic pressure test with head of water up to bulkhead deck or freeboard deck respectively. This test is to be carried out before or after the installation of the door before the ship is put into operation.

5.4.3     Ship construction file

It is to confirm the ship construction file provided by the shipyard to include plans (including details and materials), product certificates, operation and maintenance manual, and requirements and procedures of survey and test for watertight doors.

Reference:

1. Rules for Classification of Sea-going Steel Ships, 2009.

2. 2009 SOLAS Reg. II-1/13 and 16.

3. IACS UI SC 156.

4. IACS UR Z23 Table 1.

5.5       Survey and test of bow doors and inner doors

5.5.1     Survey before installation

a)     Means and requirements for test of bow doors and inner doors are to be included in the compartment tightness testing diagrams provided by the shipyard. If bow doors and inner doors are not manufactured by the shipyard, it is to review the marine product certificate of the doors before installation, as well as product certificates of operating, locking and alarm system for the doors. The shipyard is to submit the application of survey of bow doors and inner doors, together with examination and testing records of the doors.

b)    If bow doors and inner doors are manufactured by the shipyard, it is to check and confirm the quality of materials of door plate (including hinge arms) and its stiffening, strengthening and supporting members, other components and packing material to comply with the requirements of the design plan. Installation, welding, scantlings and flatness/straightness and installation precision of the doors are to meet the standards for precision control provided by the design company. Installation precision and straightness of the packing stuffing box and compression bars/surface are to meet the standards for precision control provided by the design company. Non destructive test (NDT) is to be carried out for important welds. When installing bow doors and inner doors onboard, it is to check and confirm the processing precision of hinge holes and pins and bearing clearance are to meet the standards for precision control provided by the design company. NDT is necessary for weld of hinge eye plate and axial pin surface.

5.5.2     Securing and locking arrangements

(1)   When the bow door is in the open position, it is to get the mechanical securing devices in the correct position and stop the door-opening power operation, to check if it is to keep the door in open position.

(2)   It is to test if the two securing devices in the lower part of the visor door can be put in the correct position and are impacted by each other in operation.

(3)   It is to check if components of the thrust bearing installed in the associated position in the middle part of the side-opening bow door can work well with each other, and if the securing devices of the thrust bearing is able are to effectively secure the corresponding components.

(4)   Operation test of the closing, opening and securing and locking devices of bow doors and inner doors (giving access to vehicle decks) is to be carried out from the remote control position above the freeboard deck. It is to check if the door and its securing and locking devices are in the correct position and if the clearance between meets the requirements of the design plan. Maximum design clearance between securing and supporting devices is not generally to exceed 3mm. During the test, it is to check if the indication of the open/closed position of doors and securing and locking devices at the remote control station is correct or not.

(5)   In the condition of doors closed and securing and locking devices all in the correct position, it is to perform the opening operation on doors and securing devices when locking devices (remote control) do not operate. And to do the opening operation on doors when locking devices operate but securing devices do not operate. When conducting the test as above, the operating system of the doors is not to operate.

(6)   Where hydraulic securing devices are applied, it is to check the effectiveness of the mechanical locking devices in closed position. Attention is to be paid that the securing devices are to remain locked even if the hydraulic system fails or in the event of sway and vibration of the ship in normal navigation.

5.5.3      Systems for indication & monitoring

(1)   Combined with the operation test required by 10.5.2.2(4) as above, it is to put the mode selection switch on the operating panel on the navigation bridge in “harbor” status. When the bow door or inner door is not fully closed or the door is closed but the securing devices are not in the correct position, it is to switch the mode to “sea voyage” and check if the audible alarm is given on the operating panel.

(2)   It is to close the doors and securing and locking devices completely, put the mode selection switch on the operating panel on the navigation bridge in “sea voyage” status, and then open the locking device and securing device separately, so arranged that audible alarm is given on the navigation bridge.

(3)   It is to simulate the water leakage condition by filling water into the bilge wells inboard the inner door, so arranged to check if the audible alarm is given to the navigation bridge and engine control room, and to check if the inner door television surveillance system set in the place as above can clearly show the surroundings of the sill.

(4)   It is to check if the television surveillance system set between bow door and inner door on the navigation bridge and in the engine control room can clearly show the status of the bow door and its securing devices. For easy surveillance, the structures or components under surveillance are to be provided with supplementary local lighting and painted with contrasting color distinguished from other components.

(5)   It is to filling water into the bilge wells in the area between bow door and inner door or ramp and turn on the drainage system, so arranged to test if the water can be drained off efficiently (similar to the test of bilge drainage system). In the meantime, it is to simulate the situation that the water level in these areas exceeds 0.5m or higher and then to check if the audible alarm is given on the navigation bridge.

55.4     Weathertightness test

It is to carry out effective test to verify weathertightness of the inner door. Hose test or ultrasonic leakage test may be adopted. When conducting hose test, it is to meet the requirements of CCS rules. In consideration of condition and effect of the test, the test is suggested to be conducted by hosing the packing member of weathertightness from inside of the ship. The steps are as follows:

l   Mark on the retaining bars by chalk before the test.

l   Close the inner door, put the securing device in the correct position, connect nozzle to the fire hydrant at the inner side of the ship, and do a hose test to the packing bars on the upper, lower, left and right of the plane of the inner door.

l   Blow away the water around the sill by compressed air after the water is basically drained off.

l   Open the inner door, check the mark of chalk and if there is water print track beside the mark of chalk, so as to judge if the hose test is eligible.

5.5.5     Ship construction file

It is to confirm the ship construction file provided by the shipyard to include as-built construction drawings (including scantling details, list of accessories, details of equipment, materials, welding details, precision standards, corrosion addition and requirements of survey and test), product certificates, and operation and maintenance manual approved by CCS for bow doors and inner doors. Documented operating procedures for closing and securing bow and inner doors are to be kept on board and posted at the appropriate places.

Reference:

1. Rules for Classification of Sea-going Steel Ships, 2009.

2. IACS UR S8.

3. IACS UR Z23 Table 1.

5.6       Survey and test of side shell doors and stern doors

5.6.1     Survey before installation

a)     Means and requirements for test of side shell doors (including inner doors where applicable) and stern doors are to be included in the compartment tightness testing diagrams provided by the shipyard. If side shell doors and stern doors are not manufactured by the shipyard, it is to review the marine product certificate of the doors before installation, as well as product certificates of operating, locking and indicator system for the doors. If the stern door is also used as vehicle ramp, attention is paid to the safety working load indicated in the certificate and that the stern door of the passenger ship is to be in the position above the bulkhead deck. The shipyard is to submit the application of survey of side shell doors and stern doors, together with examination and testing records of the doors.

b)    If side shell doors (including inner doors where applicable) and stern doors are manufactured by the shipyard, it is to check and confirm the quality of materials of door plate (including hinge arms) and its stiffening, strengthening and supporting members, other components and packing material to comply with the requirements of the design plan. Installation, welding, scantlings and flatness/straightness and installation precision of the doors are to meet the standards for precision control provided by the design company. Installation precision and straightness of the packing stuffing box and compression bars/surface are to meet the standards for precision control provided by the design company. NDT is to be carried out for important welds. When installing side shell doors and stern doors on board, it is to check and confirm the processing precision of hinge holes and pins and bearing clearance are to meet the standards for precision control provided by the design company. NDT is necessary for weld of hinge eye plate and axial pin surface.

5.6.2     Survey and test after installation

(1)   Test of local control positions

It shall be provided with controls for opening and closing the door by power in the places of side shell doors and stern doors. The direction of the movement of the handles in opening and closing the door shall be in the direction of door movement and shall be clearly indicated. Where hydraulic locking devices are applied, the system is to be mechanically lockable in closed position. This means that, in the event of loss of the hydraulic fluid, the locking devices remain locked. The hydraulic system for securing and locking devices is to be isolated from other hydraulic circuits, when in closed position.

(2)   Alarm and indicator systems of stern doors

Separate indicator lights and audible alarms are to be provided in the navigation bridge and on the operating panel to show that the side shell door and stern door are closed and that their securing and locking devices are properly positioned. The indication panel is to be provided with a lamp test function. It is not to be possible to turn off the indicator light.

The indicator system is to be designed on the fail safe principle and is to show by visual alarms if the door is not fully closed and not fully locked and by audible alarms if securing devices become open or locking devices become unsecured. The power supply for the indicator system for operating and closing doors is to be independent of the power supply for operating and closing the doors and is to be provided with a back-up power supply from the emergency source of power or other secure power supply (e.g. UPS).

The sensors of the indicator system are to be protected from water, ice formation and mechanical damage.

The indication panel on the navigation bridge is to be equipped with a mode selection function “harbor/sea voyage”, so arranged that audible alarm is given on the navigation bridge if the vessel leaves harbor with the side shell door or stern door not closed or with any of the securing devices not in the correct position.

For stern doors, a water leakage detection system with audible alarm and television surveillance is to be arranged on passenger ships to provide an indication to the navigation bridge and to the engine control room of any leakage through the doors.

5.6.3     Securing and locking arrangements

Requirements for survey and test refer to 10.5.2.2(1) and (4) ~ (6) as above. Attention is to be paid that only side shell doors or stern doors which are located partly or totally below the freeboard deck with a clear opening area greater than 6m² are to be provided with an arrangement for remote control from a position above the freeboard. In any case there are remote controls, the control means and indicators are to be surveyed in accordance with the requirements.

5.6.4     Systems for indication/monitoring

The following requirements on surveys and tests are only applicable to the side shell door and stern door in the boundary of special category spaces or ro-ro space as defined in SOLAS, through which such spaces may be flooded.

In cargo ship, where no part of a side shell door or stern door is under highest water line, and the open area of the door is not greater than 6m2, the requirements of item (1) below is not applicable.

(1)   The requirements on surveys and tests for indicator and alarm systems of the side shell door and stern door refer to 10.5.2.3(1) and (2) as above.

(2)   Water leakage detection system of side shell doors and stern doors

l   The requirements on surveys and tests for water leakage detection system of the passenger ship refer to 10.5.2.3(3) as above.

l   The water leakage detection system of the cargo ship is only required to give audible alarms to the navigation bridge. The requirements on surveys may refer to 10.5.2.3(3) as above.

l   Inner doors are to be provided where the sill of any side shell door of the cargo ship is below the uppermost load line. Leakage detection devices installed in the spaces between the side shell door and inner door are to be surveyed in accordance with the requirements for cargo ship as above. Meanwhile, the screw-down valve on the drainage in this area is to be tested.

5.6.5      Hose test and load test of stern doors and side shell doors

After the installation of stern doors, side shell doors and its inner doors (if any), it is to carry out the hose test. Requirements for the test refer to the related regulations of CCS rules.

If both the stern door and side shell door also serve as vehicle ramps, it is to carry out load test. Requirements for the test refer to the related regulations of CCS rules.

5.6.6     Ship construction file

It is to confirm the ship construction file provided by the shipyard to include as-built construction drawings (including scantling details, list of accessories, details of equipment, materials, welding details, precision standards, corrosion addition and requirements of survey and test), product certificates, and operation and maintenance manual approved by CCS for side shell doors (including inner doors where applicable) and stern doors. Documented operating procedures for closing and securing side shell doors (including inner doors where applicable) and stern doors are to be kept on board and posted at the appropriate places.

5.6.6.1     Operating and Maintenance Manual of stern doors

An Operating and Maintenance Manual (OMM) for stern doors is to be provided on board and is to contain necessary information on:

(1)   Main particulars and design drawings:

Special safety precautions.

Details of vessel, class and statutory certificates.

Equipment and design loading (for ramps).

Key plan of equipment (doors and ramps).

Manufacturer’s recommended testing for equipment.

Description of equipment: stern doors, central power pack, bridge, engine control room panel.

(2)   Service conditions:

Limiting heel and trim of ship for loading/unloading.

Limited heel and trim for door operations.

Doors/ramps operating instructions.

Doors/ramps emergency operating instructions.

(3)   Maintenance:

Schedule and extent of maintenance.

Trouble shooting and acceptable clearances.

Manufacturer’s maintenance procedures.

(4)   Register of inspections and repairs, including inspection of locking, securing and supporting devices, repairs and renewals.

The Manual is to be submitted to CCS for approval that the above mentioned items are contained in the OMM and that the maintenance part includes the necessary information with regard to inspections, troubleshooting and acceptance/rejection criteria.

(5)   Documented operating procedures for closing and securing stern doors are to be kept on board and posted at the appropriate places.

Reference:

1. Rules for Classification of Sea-going Steel Ships, 2009.

2. IACS UR S9.

3. IACS UI LL 21.

4. IACS UR Z23 Table 1.

5.7       Survey and test of vehicle ramp and its control system

5.7.1     Survey before installation

a)     Means and requirements for test of vehicle ramp (where applicable) are to be included in the compartment tightness testing diagrams provided by the shipyard. If vehicle ramp is not manufactured by the shipyard, it is to review the marine product certificate of the ramp before installation, as well as product certificates of operating, locking and indicator system for the ramp. The shipyard is to submit the application of survey of vehicle ramp, together with examination and testing records of the ramp.

b)    If vehicle ramp is manufactured by the shipyard, it is to check and confirm the quality of materials of the ramp (including hinge arms) and its stiffening, strengthening and supporting members, other components and packing material to comply with the requirements of the design plan. Installation, welding, whole sizes and flatness/straightness and installation precision of the ramp are to meet the standards for precision control provided by the design company. Installation precision and straightness of the packing stuffing box and compression bars/surface are to meet the standards for precision control provided by the design company. NDT is to be carried out for important welds. When installing vehicle ramp on board, it is to check and confirm the processing precision of hinge holes and pins and bearing clearance are to meet the standards for precision control provided by the design company. NDT is necessary for the weld of hinge eye plate and axial pin surface.

5.7.2     Survey and test of the control system

(1)   The vehicle ramp control station is to be arranged in the position for the operator’s observation on the movement of the ramp.

(2)   It is to give alarms when power trouble of the control system occurs, while the ramp is to remain in the position automatically. When the power supply recovers, the operating devices are to be repositioned before re-operation.

(3)   The control station is to be provided with indicators of ramp status.

(4)   Devices are to be provided to prevent the control and drive circuit from operating under the circumstances as follows:

1)    Any cover not removed.

2)    Vehicle rail unclosed.

(5)   Besides the stern door, if there is another ramp with access from the terminal side, the angle between the ramp and the horizontal is to be less than 10o before stern doors open or close.

(6)   It is to test the operation of vehicle ramp in the no load condition, and check the operation of winch or hydraulic system. Special attention is to be paid to the consistency of the rolling of the wire rope in both sides of the ramp, so as to ensure the ramp is not affected by additional load of the control system.

(7)   During the above mentioned test, it is to check the effectiveness of the continuous audible and visual alarm devices in the continuous operation of the ramp.

(8)   It is to test the operation of locking devices after the ramp has been pulled up to the storing position. The operation of ramp lowering is to be carried out separately after locking devices are put in the correct position, while the control system is not to do any operation. If remote locking devices have been used, the replacement facilities are to be provided for locking the ramp when the locking control or devices fail. For remote power operated locking devices, it is also to test the reliability of the hand operated locking devices on the premise that the power operated devices fail. This inspection is to be carried out when the load test (when the ramp is designed to have this mode) is being carried out for the ramp with no load and/or in the pulled-up position according to requirements of 10.5.4.3.1 (2) as below. When the ramp is secured by retractable locking devices, facilities are to be provided to ensure the continuous power when the locking device locks, and to ensure that the ramp is impossible to fall before the locking device is unlocked.

(9)   It is to simulate the situation that the ramp, in no load condition, exceeds the stipulated operating angle and to check the operation of the overrun alarm device. The maximum inclination of the access ramp in operation is to be not greater than the preset angle. If it is greater than the allowed angle, the alarm is to be given.

5.7.3     Load test

Due to the particularity of vehicle ramp’s operation status, it is to use wheeled vehicles of requisite weight for the test; otherwise the ramp might be destroyed because of the overrun of the design mode. Concentrated load such as heavy mass is strictly forbidden. Load test of the ramp connecting the ship to shore is generally to be carried out on the special purpose terminal with corresponding on-shore facilities.

5.7.3.1     Vehicle ramp only for lifting with no load

(1)   Before the load test, it is to mark two points as far as possible from each other on one side of the main part of vehicle ramp (except the moving ladder), and to measure the deformation of the ramp between the two points before the load test.

(2)   It is to adjust vehicle ramp to the worst mode described in the approved design material, and then carry out the load test of the ramp according to the requirements as follows and keep testing for at least 5 minutes.

Attention is to be paid in the test that the ramp is to be assumed in normal mode stipulated in the design material, i.e. the moving end is well supported (pull-up device under no stress). Deformation of the ramp between the above mentioned two points is to be measured during the test (caution: not after unloading), and the maximum deformation is not to exceed L/400 (L is the length between the two points). After unloading, it is to measure the maximum permanent deformation of the ramp between the above mentioned two points, which is usually not to exceed L/1500 (L is the length between the two points). Once exceeding the limits mentioned above, it is to report to the plan approval centre and to recheck the strength of the ramp.

(3)   The ramp is to be adjusted to the design mode in which the pull-up device is under maximum stress, and to be loaded with 1.25×SWL (caution: not according to the test load in 4.3.1 (2)) when the ramp is well supported.

l   For the ramp connecting the ship to shore, wire ropes of the pull-up device may be tightened under a little stress, with the lifting device locked. And then, the ramp is to be gradually out of the support on-shore facilities depending on the decline of the shore or the tide, and to bear the stress fully by the pull-up device, so arranged to check the reliability of the stopper.

l   For the ramp inboard the ship, it may be adjusted to the position a little away from the lower deck and be loaded when well chocked. And then, it is to tighten the pull-up device till the chocks under no stress, remove the chocks and carry out the test.

5.7.3.2     Vehicle ramp for lifting with load

(1)   Preparation before the test refers to 10.5.4.3.1(1).

(2)   The load test is to be carried out in reference to the requirements of 10.5.4.3.1(2). But after the static load test, it is to do lifting test of the ramp in the loaded mode, and to check if the stopper of the lifting device is able to stop the ramp at any position.

5.7.3.3     After the above mentioned load tests, it is to check the deformation of the ramp and destroy or deformation of lifting devices, wire ropes and other components. It is also to finish an operation cycle to check if the ramp is in the normal operation.

5.7.3.4     Approval of load test programme and items for attention of approval

The shipyard is to be required to provide a test programme before the load test for approval. It is to carefully review the direct strength calculations of vehicle ramp and learn about the following contents in order to approve the test programme correctly.

1)    Wheelbase and load on axle journals of the vehicle by direct calculations.

2)    Position for load, i.e. position of the tyre prints on the ramp by direct calculations.

Vehicles used in the test are to meet the requirements for the wheel and load on axle journals in direct calculation model, i.e. the requirements for typical loading vehicles, to ensure the accuracy of the test. The testing load is not to exceed the maximum design load to ensure the safety of the test, and is to communicate with the plan approval center and the designer when necessary.

5.7.4     Tightness test

(1)   It is to carry out the tightness test when vehicle ramp is part of weathertight or watertight boundary. The requirements and methods for the test may refer to 10.5.2.4.

(2)   For the vehicle ramp which is part of the watertight boundary, due to the infeasibility of hydraulic pressure test, airtightness test or vacuum test, hose test or ultrasonic leakage test may be adopted as the replacement pursuant to the requirements for test of watertight bulkhead in SOLAS.

5.7.5     Ship construction file

It is to confirm the ship construction file provided by the shipyard to include as-built construction drawings (including scantling details, list of accessories, details of equipment, materials, welding details, precision standards, corrosion addition and requirements of survey and test), product certificates, and operation and maintenance manual approved by CCS for vehicle ramp. Documented operating procedures for closing and securing vehicle ramp are to be kept on board and posted at the appropriate places.

5.8        Survey and test of vehicle and cargo lifting devices and the corresponding control system

5.8.1     Survey before installation

a)     Means and requirements for test of vehicle and cargo lifting devices (where applicable) are to be included in the compartment tightness testing diagrams provided by the shipyard. If the platform of vehicle and cargo lifting devices is not manufactured by the shipyard, it is to review the marine product certificate of platform before installation, as well as product certificates of operating, locking and indicator system for the devices. The shipyard is to submit the application of survey of vehicle and cargo lifting devices, together with examination and testing records of the devices.

b)    If the platform of vehicle and cargo lifting devices is manufactured by the shipyard, it is to check and confirm the quality of materials of the platform and its stiffening, strengthening and supporting members, other components and packing material to comply with the requirements of the design plan. Installation, welding, scantling and flatness/straightness and installation precision of the devices are to meet the standards for precision control provided by the design company. Installation precision and straightness of the packing stuffing box and compression bars/surface are to meet the standards for precision control provided by the design company. NDT is to be carried out for important welds.

5.8.2     Survey and test of the control system

(1)   It is to test the operation of vehicle and cargo lifting devices in the no load condition, and check the operation of winch or hydraulic system. Special attention is to be paid to the consistency of the components under stress of the lifting devices, so as to ensure the platform is not affected by any additional load.

(2)   During the above mentioned test, it is to check the effectiveness of the continuous audible and visual alarm devices in the continuous operation of the lifting devices.

(3)   It is to test the operation of locking devices after the lifting devices have been put in the storing position. The operation of platform lowering is to be carried out separately after locking devices are put in the correct position, while the control system is not to do any operation. For remote power operated locking devices, it is also to test the reliability of the hand operated locking devices on the premise that the power operated devices fail. This inspection is to be carried out when the load test (when the lifting devices are designed to have this mode) is being done for the lifting devices with no load and/or in the lifted position according to requirements of 10.5.5.3(2) as below.

(4)   When carrying out the load test mentioned in 10.5.5.3 as below, it is to put the control system in normal operation mode and adjust the load on the lifting device according to the design material, so that it will exceed the limit of design load for safe operation, and then to do the lifting test without any operation of the lifting device to check the effectiveness of overload protection devices for the lifting device.

5.8.3     Load test

If the lifting device is only applicable to vehicles, due to the particularity of its operation status, it is to use wheeled vehicles of requisite weight for the test; otherwise the lifting device might be destroyed because of the overrun of the design mode. Concentrated load such as heavy mass is strictly forbidden.

(1)   It is to load 1.25×SWL on the platform which is lifted to the storage position, and then the platform is to fall slowly and be tested to stop twice in the falling process. The lifting device is to be stopped at any position.

(2)   It is to carry out the load test of the lifting device according to the requirements as follows and keep testing for at least 5 minutes.

(3)   After the above mentioned load tests, it is to check the deformation of the platform and destroy or deformation of lifting devices, wire ropes and other components. It is also to finish an operation cycle to check if the lifting device is in the normal operation.

5.8.4     Tightness test

It is to carry out the tightness test when the lifting device is part of weathertight or watertight boundary. The requirements and methods for the test may refer to 10.5.4.4.

5.8.5     Ship construction file

It is to confirm the ship construction file provided by the shipyard to include as-built construction drawings (including scantling details, list of accessories, details of equipment, materials, welding details, precision standards, corrosion addition and requirements of survey and test), product certificates, and operation and maintenance manual approved by CCS for lifting devices. Documented operating procedures for closing and securing lifting devices are to be kept on board and posted at the appropriate places.

5.9        Survey of vehicle securing devices

The effectiveness of the securing devices for vehicles and cargo in ro-ro ships will directly influence navigation safety of such ships, so it must be paid much attention to.

5.9.1     Survey of the fixed securing devices on board

Fixed securing devices on board usually refer to the securing points fixedly installed (welded) on decks, sides and tops, etc. Attention is to be paid to the points as follows during the survey.

(1)   To review the product certificate of securing points.

(2)   To check the structure type and installation position of securing points pursuant to the securing device plan, and verify the installation of the supporting structure of securing points.

(3)   For welding of the securing points and hull structure, the welding material and securing points are to match the hull structure. Usually the low hydrogen welding material is to be used. One-side groove full penetration fillet welding or full penetration butt welding is generally adopted. In the patrol inspection, it is particularly to remind the welder that the first weld of fillet welding must be welded by electrodes of small diameter to ensure thorough welding penetration, and that the quality of the round-the-end weld for the end of fillet welds is to be noticed.

(4)   It is to make a careful visual check on welds of the securing points and hull structure. It is also to select 10% of the securing points on deck, bulkhead and top and to check the surface cracks (by magnetic powder or color examination) of the butt welds. A random ultrasonic examination for butt welds is to be made when necessary.

(5)   If the securing point is embedded into the tank and is part of the tank boundary, tightness test is to be done for the butt welds between the securing point and tank boundary.

5.9.2     Survey of portable securing devices                    

Portable securing devices usually consist of securing chain and its tightener, ties (ropes) and chocks. During the survey, it is to review product certificates and quantity of all types of stress components. Special attention is to be paid that the safety working load (maximum securing load) is to be the same for both the securing chain and its tightener.

5.10      Survey of supplementary emergency lighting for ro-ro passenger ships

All passenger ships (with ro-ro cargo spaces or special category spaces as defined in SOLAS II-2/3) constructed after 22 October 1989 are to be provided with the supplementary emergency lighting required by SOLAS II-1/42-1.

For such ships constructed before 22 October 1989, the supplementary emergency lighting is to be provided not later than 22 October 1990.

In other words, all ro-ro passenger ships are to be provided with the supplementary emergency lighting since 22 October 1990.

5.10.1   Survey of supplementary emergency lighting

1.     Examination of supplementary electric lighting in all passenger public spaces and alleyways. When emergency source of electrical power has failed, the supplementary electric lighting can operate automatically for at least 3 h.

2.     Examination of the effectiveness of supplementary electric lighting (usually there is a testing switch).

3.     Accumulator batteries for supplementary electric lighting are to be replaced at intervals in accordance with the requirements of the manufacturer (generally within 5 years). The Surveyor is to review battery replacement records during survey.

4.     Accumulator batteries for supplementary electric lighting are to be surveyed during the in-service survey. The requirements for the survey may refer to II-B5-5.4.3 of the Instructions.

.5.10.2  Check of the replacement facilities

A portable rechargeable battery operated lamp shall be provided in crew space alleyway, recreational space and every working space which is occupied if supplementary emergency lighting is not provided on some ro-ro passenger ships. The lamp is to be available at any time and be put in a fixed place for the availability at any time.

5.11       Survey of the pressure water-spraying fire-extinguishing system in ro-ro cargo spaces

5.11.1   Verification and confirmation of system arrangements

1.     Review related plan, usually the pressure water-spraying fire-extinguishing system plan; confirm the arrangements of fixed pressure water-spraying fire-extinguishing system throughout the ship; Check every section arrangement and position of the space under protection.

2.     Verify the arrangement and position of the manually operated distribution valve.

3.     Check and verify the output pressure of the dedicated pump or pumps supplying water to the system and the capacity under such pressure to be enough for the water supply for at least two maximum adjacent sections under protection.

4.     Confirm the pressure water-spraying fire-extinguishing system to be connected to the fire main. If so, it is to check and confirm the position of the non-return valve.

5.     Try to confirm and check the position of the nozzles of pressure water-spraying fire-extinguishing system. Generally it is to pay attention to the change of nozzle’s position (longitudinal and vertical height) in general conditions and the compliance with the plan.

5.11.2    Check and confirm if the nozzle of pressure water-spraying fire-extinguishing system is the spraying nozzle approved by CCS. Generally product certificate of the nozzle may be reviewed.

5.11.3    Function test of pressure water-spraying fire-extinguishing system

1.     Start up the dedicated pump for pressure water-spraying fire-extinguishing system, and confirm the output pressure of the pump to reach the specified value.

2.     Carry out the spraying test section by section for at least 40 S each along the length of the ship upon the quantity of design sections on board protected by the dedicated pump, and pay attention to the points as follows:

①    Check if the spray is able to fully cover the deck under its protection.

②    Check if the shape of spray is a clear taper.

③    Fog will emerge and be seen obviously when the particle sprayed by the nozzle is smaller than 0.3mm. It may also be verified if the output pressure of the nozzle reaches 0.3Mpa.

④    Check if the pipe is choked when several nozzles cannot spray or the atomization effect is not ideal.

⑤    Check the effectiveness of the drainage in vehicle spaces and other protected spaces.

⑥    After the spraying test, it is recommended that each section to be flushed by fresh water for 1 minute and then be dried by compression air.

⑦    For the system without fresh water flushing and air drying functions, it is suggested to add the two functions, or reform the pipelines by using flanged joints for manual cleansing.

3.       Standard sprinkler head is used in pressure water-spraying fire-extinguishing system for some ships, and changed to be an open nozzle by removing the thermal glass bubble. When water pressure of the dedicated pump is kept above 0.6Mpa and high volume of flow is ensured, the atomization effect of medium speed spraying nozzle may be obtained, but the water sprayed from each nozzle will be increased by 40%. Therefore, it is suggest