Bilge And Ballast Piping.docx

13.5

Bilge and Ballast Piping

13.5.1 General 1 An efficient bilge pumping system is to be provided, capable of pumping out and draining any watertight compartment under practical conditions, except for tanks specially used to hold liquids and those spaces provided with efficient means of pumping. 2 An efficient ballast piping system, capable of pumping ballast water into and out off any tanks for holding ballast water under practical conditions, is to be provided. 3 In cases where fixed pressure water-spraying fire-extinguishing systems or other fixed systems, which will supply copious quantities of water, are fitted for cargo spaces as required by 19.3.1-3, 19.3.9, 20.2.1, 20.5.1-1(3), 20.5.1-2 or 20.5.1-4, Part R, bilge pumping systems for such cargo spaces are to comply with these requirements as well in addition to the requirements in this Chapter. 4 Suitable measures are to be taken so that bilge pumping systems prevent the possibility of any ingress of sea water into any watertight compartments and to prevent any bilge from inadvertently passing from one compartment to another. To achieve this requirement, all bilge distribution boxes and manually operated valves in connection with bilge pumping systems are to be in positions which are accessible under ordinary conditions. All valves in bilge distribution boxes are to be of a non-return type. 5 Bilge suction pipes used for draining cargo holds and machinery room and shaft tunnels are to be entirely separate from any other pipe that is not a bilge suction pipe. 6 Bilge pipes passing through deep tanks used exclusively for ballasting and bilge pipes and ballast pipes passing through deep tanks other than ballast tanks are to be led through an oiltight or watertight pipe tunnels; or, are to be of sufficient thicknesses in accordance with the requirements in Table D12.6 and all of their joints are to be welded. 7 Bilge pipes passing through double bottom tanks are to be led through oiltight or watertight pipe tunnels; or, they are to be of sufficient thickness in accordance with the requirements in Table D12.6. 8 Bilge pipes passing through double bottoms, side tanks, bilge hopper tanks or void spaces, in cases where there is a possibility of these pipes being damaged due to grounding or collision, are to be provided with non-return valves near their bilge suctions or stop valves capable of being closed from readily accessible positions. 9 Ballast piping systems are to be provided with suitable provisions, such as non-return valves or stop valves, which can be kept closed at all times, excluding times of ballasting and de-ballasting; and, which are provided with indicators to show whether such valves are opened or closed, in order to prevent the possibility of any inadvertent ingress of sea water into the ballast tanks or of any ballast water passing from one ballast tank to another. 10 In cases where a hold is intended to alternate between carrying ballast water and cargo, adequate provisions, such as blank flanges or spool pieces, are to be made in the ballast piping system to prevent any inadvertent ingress of sea water through ballast pipes when carrying cargo as well as in bilge piping systems to prevent any inadvertent discharge of ballast water through bilge pipes when carrying ballast water. 11 In cases where a tank is intended to be used for both fuel oil and ballast water, adequate provisions, such as blank flanges or spool pieces, are to be made to prevent any mixing of fuel oil and ballast water in the ballast pipe when carrying fuel oil and in the fuel oil pipe when carrying ballast water. 13.5.2 Terminology 1 A Main Bilge Line is the part of a bilge suction line which forms the main of bilge suction line connected to independently powered bilge pumps specified in 13.5.4-1 and to which all branch bilge suction pipes from the bilge suctions specified in 13.5.5 and 13.5.7-1 to -4 are connected. 2 A Branch Bilge Suction Pipe is a pipe connected to the main bilge line from the bilge suction of each compartment. 3 A Direct Bilge Suction Pipe is a bilge suction pipe which is connected directly to an independently powered pump specified in 13.5.4-1 and arranged entirely separately from other pipes. 4 An Emergency Bilge Suction Pipe is a bilge suction pipe which is to be used in an emergency and is connected directly to an independently powered pump specified in 13.5.7-6(1) or -7(1).

2015 Rules for the Survey and Construction of Steel Ships (Part D Chapter 13)

13.5.3 Size of Bilge Suction Pipes 1 The internal diameter of main bilge lines, direct bilge suction pipes and branch bilge suction pipes of watertight compartments is to be calculated using the following formulae (1) and (2) or, standard pipes nearest in internal diameters to the calculated diameter are to be used. In cases where the internal diameter of the standard pipes closest to the calculated value is short of that value by 13mm or more, a standard pipe of one grade higher is to be used. (1) For main bilge lines and direct bilge suction pipes: d = 1.68 Lf (B + D) + 25 (mm) (2) For branch bilge suction pipes: d ¢ = 2.15

l(B + D)

+ 25 (mm)

where d : Internal diameter of the main bilge line or direct bilge suction pipes (mm). d ' : Internal diameter of branch bilge suction pipes (mm). B and D : Ship length, breadth and depth respectively (m) Lf : Length (m) for freeboard specified in 2.1.3, Part A of the Rules. However, for ships to which the requirement 13.4.1-5(2) is applied, D is to be considered as follows: (a) For ships which have enclosed cargo spaces that extend for the full length of the ship, D is to be considered as the depth of ship measured to the next deck above the freeboard deck (m) (b) For ships which have enclosed cargo spaces that do not extend for the full length of the ship, D is to be considered as the depth of ship plus l h/Lf (m), where l and h are the aggregate length and height respectively of all the enclosed cargo spaces. l : Length of the compartment to be served by the branch bilge suction pipes (m). 2 Internal diameters of main bilge lines are not to be less than the internal diameters of any branch bilge suction pipes obtained from the formula in -1(2). 3 Internal diameters of direct bilge suction pipes are also to comply with the requirements in 13.5.7-5(1) and (2). 4 In cases where bilge suctions are provided at the fore and after parts of the cargo hold in accordance with the requirements in 13.5.5-1, the internal diameter of the branch bilge suction pipe at the fore part may be reduced to 0.7 times that obtained from the formula in -1(2). 5 In cases where bilge pumps in engine rooms are exclusively used for bilge drainage in the engine room, the internal diameters of the main bilge line and any direct bilge suction pipes may be reduced to that obtained from the following formula: d = 2 (2.15 l(B + D) + 25) (mm) where l : Length of the engine room (m). d, B and D: As defined in -1. 6 The internal diameters of branch bilge suction pipes are not to be less than 50mm. However, the internal diameters of those used for the drainage of a small compartment may be reduced to 40mm where considered acceptable by the Society. 7 The internal sectional area of bilge suction pipes connecting two or more branch bilge suction pipes to the main bilge line is not to be less than the sum of internal sectional areas of the largest two branch bilge suction pipes, but need not exceed the internal sectional area of the main bilge line obtained from the formula in -1(1). 8 The internal diameters of bilge suction pipes in fore and after peaks as well as shaft tunnels are not to be less than 65mm. However, the internal diameter of these pipes may be reduced to 50mm in ships less than 60m in length. 13.5.4 Bilge Pumps 1 Number of bilge pumps (1) All ships are to be provided with at least two independently powered bilge pumps that are connected to the main bilge suction pipes. However, in ships not more than 90m in length, one of the required pumps may be driven by the main propulsion machinery. (2) Ballast, sanitary and general service pumps driven by independent power may be accepted as independently powered bilge pumps, provided that they are connected properly to the main bilge line. (3) In cases where considered acceptable by the Society, one of the independently powered bilge pumps prescribed

2015 Rules for the Survey and Construction of Steel Ships (Part D Chapter 13)

in (1) may be substituted for by an eductor that is driven by a sea water pump and not driven by a bilge pump. In this case, the capacity of the eductor is to comply with the requirement in -2. 2 Capacity of bilge pumps Each pump specified in -1 is to be capable of discharging bilge, through the main bilge line specified in 13.5.3, of an amount not less than that obtained from the following formula: Q = 5.66d 2 10-3

where Q

: Required quantity (m3/hr).

d : Internal diameter of the main bilge line specified in 13.5.3 (mm). In cases where one of these pumps is of a capacity slightly less than what is required, the deficiency may be made good by any excess capacity of the other pump. 3 Types of bilge pumps All of the independently powered bilge pumps prescribed in -1 are to be of a self-priming type or an equivalent thereto; and, they are to be so arranged that they always available for immediate use. 4 Connection of bilge pumps to suction pipes All of the power driven pumps prescribed in -1 are to be arranged for discharging bilge from all holds, engine rooms and shaft tunnels. However, in cases where, an eductor is used exclusively for bilge drainage in a hold, the bilge suction pipe of this hold need not be connected to the bilge pumps prescribed in -1. In this case, the eductor is to be so arranged as to be driven by two or more pumps. The capacity of the sea water pump for sending water to drive the eductor, the capacity of the eductor and the internal diameter of the suction pipe are to all be considered appropriate by the Society. 13.5.5 Bilge Suction Arrangement in Holds 1 In ships having only one hold exceeding 33m in length, bilge suctions are to be provided in suitable positions in both the after half-length and in the forward half-length of the hold. 2 In cases where inner bottom plating extends to the ship s sides, bilge suctions are to be placed in wells at both wings and also at the centre line if the top plating has an inverse camber. 3 In cases where a ceiling is fitted over the bilges of the holds, proper arrangement is to be made whereby water in the hold compartments may find its way to the suctions. 4 In refrigerated chambers, the insulation for bilge wells and bilge suction hoses in bilge ways is to be of plug type and removable. 5 In refrigerated chambers, the insulation in way of bilge suction pipes is to be removable only to a degree necessary to allow proper inspection. 13.5.6 Bilge Drainage from the Top of Deep Tanks, Fore and After Peak Tanks and Chain Lockers 1 Bilge of the fore and after peak tanks, decks forming the top of these tanks and chain lockers may be drained by eductors or hand pumps. These eductors or hand pumps are to be capable of being operated at any time from accessible positions above the load water line. 2 Efficient means are to be provided for draining bilge from the top of deep tanks and other watertight flats. 3 Drainage from spaces above deep tanks may be led to bilge wells in the shaft tunnel or an accessible compartment. In this case, these pipes are not to be more than 65A in nominal diameter and are to be provided with quick-acting self-closing valves located in an accessible position. 4 In cases where a suction line passes through a collision bulkhead, it is to comply with the requirements in 13.2.5-2. 13.5.7 Bilge Suction Arrangements in Engine Rooms 1 In cases where there is no double bottom in the engine room, at least two bilge suctions are to be provided near the centre line of the ship. One of these suctions is to be for a branch bilge suction pipe and the other is to be for a direct bilge suction pipe. If the rise of floor is less than 5 degrees, additional bilge suctions are to be provided at wings. 2 In cases where there is a double bottom in the engine room with bilge ways on both wings, one branch bilge suction and one direct bilge suction are to be provided at each wing. 3 In cases where double bottom plating extends to the ship s sides, bilge wells are to be placed at each side so far

2015 Rules for the Survey and Construction of Steel Ships (Part D Chapter 13)

as is reasonable and practicable, and one branch bilge suction and one direct bilge suction are to be provided for each bilge well. 4 In cases where the engine room is separated by watertight bulkheads from a boiler compartment and auxiliary engine room, the bilge suction pipe arrangements in the boiler room and the auxiliary engine room are to comply with the requirements in -1 in the case of no double bottom construction; and, they are to comply with the requirements in -2 or -3 in the case of double bottom construction. However, only one direct bilge suction will be accepted even in the case of double bottom construction. 5 Direct bilge suction pipes are to comply with the following requirements: (1) The internal diameter of direct bilge suction pipes is not to be less than that obtained from the formula in 13.5.31(1). In cases where a direct bilge suction pipe is provided on each side of the engine room in accordance with the requirements in -2 or -3, the internal diameter of one of these direct bilge suction pipes may be reduced to that obtained from the formula in 13.5.3-1(2). In this case, the pipe reduced in diameter is to be located on the same side as the emergency bilge suction pipes specified in -6 or -7. (2) Notwithstanding the requirements in (1), in cases where the compartments with small dimensions, the internal diameter of the direct bilge suction pipes may be adequately reduced. 6 Emergency bilge suction pipes for ships with steam turbines used as main propulsion machinery are to comply with the following requirements: (1) In steam turbine ships, an emergency bilge suction pipe with a screw-down non-return valve having a wheel handle which is extended above the floor grating in the engine room, is to be fitted to the suction end of the main circulating pump. The suction pipe of this pump is to be fed into a suitable level in the engine room in order to discharge bilge in case of emergency. The internal diameter of such a suction pipe is not to be less than twothirds of the diameter of that of pump suction. (2) In cases where the main circulating pump is not considered suitable for bilge discharge, an emergency bilge suction pipe may be fed into the largest available power pump in the engine room other than the bilge pumps specified in 13.5.4-1 in lieu of the main circulating pump. The capacity of this pump is not to be less than that required by 13.5.4-2. The internal diameter of such a suction pipe is to be equal to that of pump suction. (3) In cases where the pump prescribed in (1) or (2) is of a self-priming type, the direct bilge suction arranged on the same side of the ship as emergency bilge suction may be omitted. 7 Emergency bilge suction pipes for ships with diesel engines or gas turbines used as main propulsion machinery are to comply with the following requirements: (1) In ships with diesel engines or gas turbines used as main propulsion machinery, an emergency bilge suction pipe with a screw-down non-return valve having a wheel handle which is extended above the lower platform in the engine room is to be fitted to the main cooling water pump. The suction pipe is to be fed into a suitable level in the engine room to discharge bilge in case of emergency. The internal diameter of such suctions pipe is to be equal to that of pump suction. (2) In cases where the main cooling water pump is not considered suitable for bilge discharge, the emergency bilge suction pipe may be fed into the largest available power pump in the engine room other than the bilge pumps specified in 13.5.4-1 in lieu of the main cooling water pump. The capacity of this pump is not to be less than that required by 13.5.4-2. The internal diameter of such a suction pipe is to be equal to that of pump suction. (3) In cases where the pump prescribed in (1) or (2) is of a self-priming type, any direct bilge suction arranged on the same side of the ship as the emergency bilge suction may be omitted. 13.5.8 Bilge Wells 1 The depth of bilge wells constructed in double bottoms and the vertical distance between the bottom plating and the bottom of bilge wells are to comply with the requirements in 6.1.3-2, Part C. 2 The capacity of each bilge well is not to be less than 0.17m3. 3 Bilge wells may be substituted for by steel bilge hats of a reasonable capacity where the spaces to be drained are small or not capable of being provided with bilge wells of the volume prescribed in -2. 4 In cases where access manholes to bilge wells of cargo holds are necessary, they are to be located as near to the bilge suctions as practicable. The placing of any of the aforementioned manholes on the fore and aft bulkheads as well as the inner bottom plating of the engine room is to be avoiding as far as practicable.

2015 Rules for the Survey and Construction of Steel Ships (Part D Chapter 13)

13.5.9 Mud Boxes and Strum Boxes 1 Bilge suction pipes, except for those emergency bilge suction pipes in engine rooms and shaft tunnels, are to be provided with mud boxes that are easily accessible from above the platform in the engine room, and have covers which are easily opened and closed. In addition, straight tail pipes to bilge wells are to be fitted to the suction side of these mud boxes. 2 Bilge suction ends in hold spaces are to be provided with strum boxes that have a perforation approximately 10mm in diameter, except in cases approved by the Society, and that have an open area of more than twice the area of the suction pipes. In addition, strum boxes are to be so constructed that they can be cleaned without disconnecting any joint of the suction pipes. 13.5.10 Dewatering Arrangements for Bulk Carriers, etc. For bulk carriers defined in 31A.1.2(1), Part C, bilge or ballast systems capable of being brought into operation from a readily accessible enclosed space, the location of which is accessible from the navigation bridge or continuously manned propulsion machinery control rooms without traversing exposed decks, are to be provided for draining and pumping those spaces specified in the following (1) and (2). (1) Ballast tanks forward of the collision bulkhead specified in 13.1.1, Part C (2) Dry or void spaces other than chain lockers, in which any part extends forward of the foremost cargo hold and a volume that exceeds 0.1% of the ship s maximum displacement volume

5000/5000 Batas karakter: 5000 13.5 Pipa Bilge dan Ballast 13.5.1 Umum 1 Sistem pemompaan lambung kapal yang efisien harus disediakan, mampu memompa keluar dan mengeringkan kompartemen kedap air dalam kondisi praktis, kecuali untuk tangki yang khusus digunakan untuk menampung cairan dan ruang-ruang tersebut dilengkapi dengan cara pemompaan yang efisien. 2 Sistem perpipaan balast yang efisien, yang mampu memompa air balas ke dalam dan keluar dari tangki apa pun untuk menampung air balas dalam kondisi praktis, harus disediakan. 3 Dalam kasus-kasus di mana sistem pemadaman api penyemprotan air bertekanan tetap atau sistem tetap lainnya, yang akan memasok air dalam jumlah yang banyak, dipasang untuk ruang kargo sebagaimana disyaratkan oleh 19.3.1-3, 19.3.9, 20.3.1, 20.2.1, 20.5. 1-1 (3), 20.5.1-2 atau 20.5.1-4, Bagian R, sistem pemompaan lambung kapal untuk ruang kargo tersebut harus memenuhi persyaratan ini juga di samping persyaratan dalam Bab ini. 4 Langkah-langkah yang sesuai harus diambil sehingga sistem pompa lambung kapal mencegah kemungkinan masuknya air laut ke dalam kompartemen kedap air dan untuk mencegah lambung kapal dari secara tidak sengaja melewati dari satu kompartemen ke kompartemen lain. Untuk mencapai persyaratan ini, semua kotak distribusi lambung kapal dan katup yang dioperasikan secara manual sehubungan dengan sistem pompa lambung kapal harus berada dalam posisi yang dapat diakses dalam kondisi biasa. Semua katup dalam kotak distribusi lambung harus dari jenis yang tidak kembali. 5 Pipa hisap lambung kapal yang digunakan untuk mengeringkan ruang muat dan ruang mesin dan terowongan poros harus sepenuhnya terpisah dari pipa lain yang bukan pipa hisap lambung kapal. 6 Pipa lambung yang melewati tangki dalam yang digunakan khusus untuk pipa lambung dan pipa lambung dan pipa ballast yang melewati tangki dalam selain dari tangki ballast harus dipimpin melalui terowongan pipa kedap udara atau kedap air; atau, harus dari ketebalan yang cukup sesuai dengan persyaratan pada Tabel D12.6 dan semua sambungannya harus dilas. 7 Pipa lambung melewati tangki double bottom harus dipimpin melalui terowongan pipa oiltight atau kedap air; atau, ketebalannya harus memadai sesuai dengan persyaratan pada Tabel D12.6. 8 Pipa lambung yang melewati dasar ganda, tangki samping, tangki lambung kapal atau ruang kosong, dalam kasus di mana ada kemungkinan pipa ini rusak karena pentanahan atau tabrakan, harus dilengkapi dengan katup tidak-kembali di dekat hisap lambung kapal mereka atau katup stop yang mampu ditutup dari posisi yang mudah dijangkau. 9 Sistem perpipaan balast harus dilengkapi dengan ketentuan yang sesuai, seperti katup tidakkembali atau katup berhenti, yang dapat selalu ditutup setiap saat, tidak termasuk waktu ballasting dan de-ballasting; dan, yang dilengkapi dengan indikator untuk menunjukkan apakah katup tersebut dibuka atau ditutup, untuk mencegah kemungkinan masuknya air laut secara tidak sengaja ke dalam tangki balas atau dari setiap air balas yang mengalir dari satu tangki balas ke yang lain. 10 Dalam kasus di mana penahanan dimaksudkan untuk bergantian antara membawa air pemberat dan kargo, ketentuan yang memadai, seperti flensa kosong atau potongan spul, harus

dibuat dalam sistem pipa balas untuk mencegah masuknya air laut melalui pipa balas saat membawa muatan serta dalam sistem perpipaan lambung kapal untuk mencegah setiap pembuangan air balas secara tidak sengaja melalui pipa lambung kapal saat membawa air balas. 11 Dalam kasus di mana tangki dimaksudkan untuk digunakan baik untuk bahan bakar minyak dan air balas, ketentuan yang memadai, seperti flensa kosong atau potongan spool, harus dibuat untuk mencegah pencampuran bahan bakar minyak dan air balas dalam pipa balas saat membawa bahan bakar minyak dan dalam pipa bahan bakar minyak saat membawa air pemberat. 13.5.2 Terminologi 1 Jalur Bilge Utama adalah bagian dari jalur isapan lambung kapal yang membentuk jalur utama isapan lambung kapal yang terhubung ke pompa lambung kapal yang ditenagai secara independen yang ditentukan dalam 13.5.4-1 dan dimana semua pipa hisap lambung kapal cabang dari suction bilge yang ditentukan dalam 13.5. 5 dan 13.5.7-1 hingga -4 terhubung. 2 A Branch Bilge Suction Pipe adalah pipa yang terhubung ke jalur lambung kapal utama dari hisapan lambung kapal dari setiap kompartemen. 3 Pipa Hisap Bilge Langsung adalah pipa hisap bilge yang terhubung langsung ke pompa bertenaga mandiri yang ditentukan dalam 13.5.4-1 dan diatur seluruhnya terpisah dari pipa lain. 4 Pipa Suction Bilge Darurat adalah pipa hisap lambung kapal yang akan digunakan dalam keadaan darurat dan terhubung langsung ke pompa bertenaga independen yang ditentukan dalam 13.5.7-6 (1) atau -7 (1). Aturan 2015 untuk Survei dan Konstruksi Kapal Baja (Bagian D Bab 13) 13.5.3 Ukuran Pipa Hisap Bilge 1 Diameter internal dari jalur lambung utama, pipa hisap lambung langsung dan pipa hisap lambung cabang dari kompartemen kedap air harus dihitung dengan menggunakan rumus berikut (1) dan (2) atau, pipa standar terdekat dengan diameter internal dengan diameter yang dihitung adalah untuk digunakan. Dalam kasus di mana diameter internal pipa standar yang terdekat dengan nilai yang dihitung kurang dari nilai tersebut sebesar 13mm atau lebih, pipa standar satu tingkat lebih tinggi harus ed sesuai oleh Masyarakat. 13.5.5 Pengaturan Suction Bilge dalam Hold 1 Pada kapal-kapal yang hanya memiliki satu penahan melebihi 33m, suction lambung kapal harus disediakan pada posisi yang cocok di kedua setengah panjang setelah dan di setengah panjang depan penahan. 2 Dalam kasus di mana pelapisan dasar bagian dalam meluas ke sisi kapal, penyedotan lambung kapal harus ditempatkan di sumur di kedua sayap dan juga di garis tengah jika pelapisan atas memiliki camber terbalik. 3 Dalam kasus di mana langit-langit dipasang di atas lambung palka, pengaturan yang tepat harus dibuat dimana air di kompartemen palka dapat menemukan jalan ke suction. 4 Dalam ruang pendingin, insulasi untuk sumur lambung dan selang hisap lambung dengan cara lambung harus tipe plug dan dapat dilepas. 5 Dalam ruang pendingin, insulasi dalam cara pipa hisap lambung harus dilepas hanya sampai tingkat yang diperlukan untuk memungkinkan inspeksi yang tepat. 13.5.6 Drainase Bilge dari Puncak Deep Tank, Fore dan After Peak Tanks dan Chain Loker 1 Lambungkan bagian depan dan setelah tangki puncak, geladak yang membentuk bagian atas tangki dan pengunci rantai ini dapat dikeringkan dengan eduktor atau pompa tangan. Eductor atau pompa tangan ini harus dapat dioperasikan kapan saja dari posisi yang dapat diakses di atas saluran air beban. 2 Sarana yang efisien harus disediakan untuk menguras lambung kapal dari bagian atas tangki dalam dan

flat kedap air lainnya. 3 Drainase dari ruang di atas tangki dalam dapat diarahkan ke sumur lambung di terowongan poros atau kompartemen yang dapat diakses. Dalam hal ini, pipa-pipa ini tidak boleh lebih dari 65A dalam diameter nominal dan harus dilengkapi dengan katup penutup otomatis yang bekerja cepat yang terletak pada posisi yang dapat diakses. 4 Dalam kasus di mana garis hisap melewati sekat tabrakan, itu untuk memenuhi persyaratan di 13.2.5-2. 13.5.7 Pengaturan Hisap Bilge di Ruang Mesin 1 Dalam kasus di mana tidak ada double bottom di ruang mesin, setidaknya dua suction lambung kapal harus disediakan di dekat garis tengah kapal. Salah satu penyedotan ini adalah untuk pipa hisap lambung cabang dan yang lainnya adalah untuk pipa hisap lambung kapal langsung. Jika kenaikan lantai kurang dari 5 derajat, penyedotan lambung kapal tambahan harus disediakan di sayap. 2 Dalam kasus di mana ada double bottom di ruang mesin dengan cara lambung kapal di kedua sayap, satu hisapan lambung cabang dan satu hisapan lambung langsung harus disediakan di setiap sayap. 3 Dalam kasus di mana lapisan dasar ganda meluas ke sisi kapal, sumur bilge harus ditempatkan di setiap sisi sejauh ini Aturan 2015 untuk Survei dan Konstruksi Kapal Baja (Bagian D Bab 13) sebagaimana wajar dan praktis, dan satu hisapan lambung cabang dan satu isapan lambung langsung harus disediakan untuk setiap sumur lambung. 4 Dalam kasus di mana ruang engine dipisahkan oleh sekat kedap air dari ruang boiler dan ruang engine bantu, pengaturan pipa hisap lambung kapal di ruang boiler dan ruang engine bantu harus memenuhi persyaratan dalam -1 jika tidak ada dobel konstruksi dasar; dan, mereka harus memenuhi persyaratan dalam -2 atau -3 dalam hal konstruksi double bottom. Namun, hanya satu hisapan lambung kapal langsung akan diterima bahkan dalam kasus konstruksi double bottom. 5 Pipa hisap lambung langsung harus memenuhi persyaratan berikut: (1) Diameter internal pipa hisap lambung kapal langsung tidak boleh kurang dari yang diperoleh dari formula dalam 13.5.3-1 (1). Dalam kasus di mana pipa hisap lambung kapal langsung disediakan di setiap sisi ruang mesin sesuai dengan persyaratan dalam -2 atau -3, diameter internal salah satu pipa hisap lambung kapal langsung ini dapat dikurangi menjadi yang diperoleh dari rumus di 13.5.3-1 (2). Dalam hal ini, pipa yang diperkecil diameternya harus ditempatkan di sisi yang sama dengan pipa hisap lambung kapal darurat yang ditentukan dalam -6 atau -7. (2) Terlepas dari persyaratan dalam (1), dalam kasus di mana kompartemen dengan dimensi kecil, diameter internal pipa hisap lambung kapal langsung dapat dikurangi secara memadai. 6 Pipa hisap lambung kapal darurat untuk kapal dengan turbin uap yang digunakan sebagai mesin penggerak utama harus memenuhi persyaratan berikut: (1) Dalam kapal turbin uap, pipa hisap lambung darurat dengan katup tidak-balik-sekrup yang memiliki pegangan roda yang diperpanjang di atas lantai kisi-kisi di ruang mesin, harus dipasang ke ujung hisap sirkulasi utama yang beredar. pompa. Pipa hisap pompa ini harus dimasukkan ke tingkat yang sesuai di ruang mesin untuk melepaskan lambung kapal jika terjadi keadaan darurat. Diameter internal pipa hisap semacam itu tidak boleh kurang dari dua pertiga diameter pipa hisap pompa. (2) Dalam kasus di mana pompa sirkulasi utama tidak dianggap cocok untuk pelepasan lambung kapal, pipa hisap lambung darurat dapat dimasukkan ke dalam pompa daya terbesar yang tersedia di ruang mesin selain dari pompa lambung kapal yang ditentukan dalam 13.5.4-1 sebagai pengganti dari pompa sirkulasi utama. Kapasitas pompa ini tidak boleh kurang dari yang disyaratkan oleh 13.5.4-2. Diameter pipa hisap semacam itu harus sama dengan diameter hisap pompa. (3) Dalam kasus di mana pompa yang ditentukan dalam (1) atau (2) adalah jenis self-priming, hisap lambung kapal langsung yang diatur di sisi yang sama dengan kapal karena sedotan lambung kapal darurat dapat dihilangkan. 7 Pipa hisap lambung darurat untuk kapal dengan mesin diesel atau turbin gas yang digunakan sebagai

mesin penggerak utama harus memenuhi persyaratan berikut: (1) Pada kapal dengan mesin diesel atau turbin gas yang digunakan sebagai mesin penggerak utama, pipa hisap lambung darurat dengan katup non-balik sekrup yang memiliki pegangan roda yang diperpanjang di atas platform bawah di ruang mesin harus dipasang ke pompa air pendingin utama. Pipa hisap harus dimasukkan ke tingkat yang sesuai di ruang mesin untuk melepaskan lambung kapal jika terjadi keadaan darurat. Diameter internal pipa hisap tersebut harus sama dengan hisap pompa. (2) Dalam kasus-kasus di mana pompa air pendingin utama tidak dianggap cocok untuk pelepasan lambung kapal, pipa hisap lambung darurat dapat dimasukkan ke dalam pompa daya terbesar yang tersedia di ruang mesin selain dari pompa lambung kapal yang ditentukan dalam 13.5.4-1 di pengganti pompa air pendingin utama. Kapasitas pompa ini tidak boleh kurang dari yang disyaratkan oleh 13.5.4-2. Diameter internal pipa hisap seperti itu harus sama dengan hisap pompa. (3) Dalam kasus di mana pompa yang ditentukan dalam (1) atau (2) adalah jenis self-priming, setiap hisap lambung kapal langsung yang diatur di sisi yang sama dari kapal sebagai hisap lambung kapal darurat dapat dihilangkan. 13.5.8 Bilge Wells 1 Kedalaman sumur lambung yang dibangun dalam dua bagian dasar dan jarak vertikal antara pelapis dasar dan bagian bawah sumur lambung harus memenuhi persyaratan dalam 6.1.3-2, Bagian C. 2 Kapasitas setiap sumur lambung tidak boleh kurang dari 0,17m3. 3 Sumur lambung dapat diganti dengan topi lambung baja dari kapasitas yang wajar di mana ruang yang dikuras kecil atau tidak mampu dilengkapi dengan sumur lambung dari volume yang ditentukan dalam -2. 4 Dalam kasus-kasus di mana lubang masuk akses ke sumur-sumur penampung kargo diperlukan, lokasilokasi tersebut harus berada sedekat mungkin dengan pengangkutan bilge. Penempatan salah satu lubang pembuangan yang disebutkan di atas di depan dan sekat belakang serta lapisan bawah bagian dalam ruang mesin harus dihindari sejauh mungkin. Aturan 2015 untuk Survei dan Konstruksi Kapal Baja (Bagian D Bab 13) 13.5.9 Kotak Lumpur dan Kotak Strum 1 Pipa hisap lambung kapal, kecuali pipa hisap lambung kapal darurat di ruang mesin dan terowongan poros, harus dilengkapi dengan kotak lumpur yang mudah diakses dari atas platform di ruang mesin, dan memiliki penutup yang mudah dibuka dan ditutup. Selain itu, pipa ekor lurus ke sumur lambung harus dipasang ke sisi hisap kotak lumpur ini. 2 Ujung hisap lambung di ruang palka harus dilengkapi dengan kotak strum yang memiliki perforasi berdiameter sekitar 10mm, kecuali dalam kasus yang disetujui oleh Masyarakat, dan yang memiliki area terbuka lebih dari dua kali luas pipa hisap. Selain itu, kotak strum harus dibuat sedemikian rupa sehingga dapat dibersihkan tanpa memutuskan sambungan pipa hisap. 13.5.10 Pengaturan Pengeringan untuk Operator Massal, dll. Untuk alat pembawa curah yang ditentukan dalam 31A.1.2 (1), Bagian C, lambung kapal atau sistem balast yang dapat dioperasikan dari ruang tertutup yang mudah diakses, lokasi yang dapat diakses dari jembatan navigasi atau ruang kontrol mesin propulsi berawak yang terus menerus tanpa melintasi geladak terbuka, harus disediakan untuk pengeringan dan pemompaan ruang-ruang yang ditentukan sebagai berikut (1) dan (2). (1) Tangki pemberat maju dari sekat tabrakan yang ditentukan dalam 13.1.1, Bagian C (2) Ruang kering atau batal selain loker rantai, di mana setiap bagian memanjang ke depan dari ruang kargo paling utama dan volume yang melebihi 0,1% dari volume perpindahan maksimum kapal