Watertight and Weather tight doors

1. Openings in watertight bulkheads

a. Where a doorway is cut in the lower part of a watertight bulkhead care
must be taken to maintain the strength of the bulkhead.
b. The opening is to be framed and reinforced, if the vertical stiffeners
are cut in way of the opening. If the stiffener spacing is increased to
accommodate the opening, the scantlings of the stiffeners on either
side of the opening are increased to give an equivalent strength to that
of an unpierced bulkhead.
c. The actual opening is kept as small as possible, the access to the shaft
tunnel being about 1000 to 1250mm high and about 700mm wide. In
passenger accommodation the openings would be somewhat larger.
Mild steel or cast steel watertight doors fitted below the water line are
either of the vertical or horizontal sliding type. A swinging hinged
type of door could prove impossible to close in the event of flooding
and is not permitted.

2. Number of openings in watertight bulkheads of passenger ships

a. The number of openings in watertight bulkheads shall be reduced to
the minimum compatible with the design and proper working of the
ship; satisfactory means shall be provided for closing these openings.
b. Subject to paragraph 10, not more than one door, apart from the doors
to shaft tunnels, may be fitted in each watertight bulkhead within
spaces containing the main and auxiliary propulsion machinery,
including boilers serving the needs of propulsion. Where two or more
shafts are fitted, the tunnels shall be connected by an
intercommunicating passage. There shall be only one door between
the machinery space and the tunnel spaces where two shafts are fitted
and only two doors where there are more than two shafts. All these
doors shall be of the sliding type and shall be so located as to have
their sills as high as practicable. The hand gear for operating these
doors from above the bulkhead deck shall be situated outside the
spaces containing the machinery.
(SOLAS P.70 Chapter II-1: Construction - structure, stability,
installations regulation 13)

3. Watertight doors:
a. Class 1 – hinged doors, similar to the weathertight doors fitted in
superstructures, but are to have gunmetal pins in the hinges, are
 permitted in approved positions in the upper tween decks well above
the water line
b. class 2 – hand-opened sliding doors, have a vertical shaft extending
above the bulkhead deck, which may be operated by hand from above
the deck or at the door, the vertical shaft working through bevel
wheels, and horizontal screwed shafts turning in bronze nuts on the
door; sliding door may also be opened and closed by a hydraulic ram
with a hydraulic hand pump and with control at the door and above
the bulkhead deck
c. class 3 – sliding doors which are power-operated as well as hand
opened, the power operated sliding watertight door is power driven by
an electric motor and worm gear, the vertical shaft working through
bevel wheels, and horizontal screwed shafts turning in bronze nuts on
the door. It can also be operated by hand from above the deck be
through the vertical shaft extending above the bulkhead deck, or at the
door.
7.1 Each power-operated sliding watertight door:
.1 shall have a vertical or horizontal motion;
.2 shall, subject to paragraph 10, be normally limited to a maximum clear
opening width of 1.2 m. The Administration may permit larger doors only to
the extent considered necessary for the effective operation of the ship
provided that other safety measures, including the following, are
taken into consideration:
.2.1 special consideration shall be given to the strength of the door and its
closing appliances in order to prevent leakages; and
.2.2 the door shall be located inboard the damage zone B / 5 ;
.3 shall be fitted with the necessary equipment to open and close the door
using electric power, hydraulic power, or any other form of power that is
acceptable to the Administration;
.4 shall be provided with an individual hand-operated mechanism. It shall be
possible to open and close the door by hand at the door itself from either
side, and in addition, close the door from an accessible position above the
bulkhead deck with an all round crank motion or some other movement
providing the same degree of safety acceptable to the Administration.
Direction of rotation or other movement is to be clearly indicated at all
operating positions. The time necessary for the complete closure of the door,
when operating by hand gear, shall not exceed 90 s with the ship in the
upright position;
.5 shall be provided with controls for opening and closing the door by power
from both sides of the door and also for closing the door by power from the
central operating console at the navigation bridge;
.6 shall be provided with an audible alarm, distinct from any other alarm in
the area, which will sound whenever the door is closed remotely by power
and which shall sound for at least 5 s but no more than 10 s before the door
begins to move and shall 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 Administration may require the
audible alarm to be supplemented by an intermittent visual signal at the
door; and
.7 shall have an approximately uniform rate of closure under power. 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 20 s or more than 40
s with the ship in the upright position.
7.2 The electrical power required for power-operated sliding watertight
doors shall be supplied from the emergency switchboard either directly or by
a dedicated distribution board situated above the bulkhead deck. The
associated control, indication and alarm circuits shall be supplied from the
emergency switchboard either directly or by a dedicated distribution board
situated above the bulkhead deck and be capable of being automatically
supplied by the transitional source of emergency electrical power required
by regulation 42.3.1.3 in the event of failure of either the main or emergency
source of electrical power.
7.3 Power-operated sliding watertight doors shall have either:
.1 a centralized hydraulic system with two independent power sources each
consisting of a motor and pump capable of simultaneously closing all doors.
In addition, there shall be for the whole installation hydraulic accumulators
of sufficient capacity to operate all the doors at least three times, i.e., closed-
open-closed, against an adverse list of 15°. This operating cycle shall be
capable of being carried out when the accumulator is at the pump cut-in
pressure. The fluid used shall be chosen considering the temperatures liable
to be encountered by the installation during its service. The power operating
system shall be designed to minimize the possibility of having a single
failure in the hydraulic piping adversely affect the operation of more than
one door. The hydraulic system shall be provided with a low-level alarm for
hydraulic fluid reservoirs serving the power-operated system and a low gas
pressure alarm or other effective means of monitoring loss of stored energy
 in hydraulic accumulators. These alarms are to be audible and visual and
shall be situated on the central operating console at the navigation bridge; or
.2 an independent hydraulic system for each door with each power source
consisting of a motor and pump capable of opening and closing the door. In
addition, there shall be a hydraulic accumulator of sufficient capacity to
operate the door at least three times, i.e., closed-open-closed, against an
adverse list of 15°. This operating cycle shall be capable of being carried out
when the accumulator is at the pump cut-in pressure. The fluid used shall be
chosen considering the temperatures liable to be encountered by the
installation during its service. A low gas pressure group alarm or other
effective means of monitoring loss of stored energy in hydraulic
accumulators shall be provided at the central operating console on the
navigation bridge. Loss of stored energy indication at each local operating
position shall also be provided; or
.3 an independent electrical system and motor for each door with each power
source consisting of a motor capable of opening and closing the door. The
power source shall be capable of being automatically supplied by the
transitional source of emergency electrical power as required by regulation
42.4.2 — in the event of failure of either the main or emergency source of
electrical power and with sufficient capacity to operate the door at least three
times, i.e., closed-open-closed, against an adverse list of 15°.
(SOLAS P.70 Chapter II-1: Construction - structure, stability, installations
regulation 13)

4. All types of watertight doors should be capable of being closed with the ship
listed to 15 degrees either way
a. The means of operation, whether by power or by hand, of any power-
operated sliding watertight door shall be capable of closing the door
with the ship listed to 15° either way. Consideration shall also be
given to the forces which may act on either side of the door as may be
experienced when water is flowing through the opening, applying a
static head equivalent to a water height of at least 1 m above the sill
on the centerline of the door.
(SOLAS P.42 Chapter II-1: Construction - structure, stability,
installations regulation 71)
5. Ability to describe with sketches the arrangement of a power-operated
sliding watertight door
b. The power operated sliding watertight door is power driven by an
electric motor and worm gear, the vertical shaft working through
bevel wheels, and horizontal screwed shafts turning in bronze nuts on
the door. It can also be operated by hand from above the deck be
through the vertical shaft extending above the bulkhead deck, or at the
door.
6. Ability to describe with sketches a hinged watertight door, showing the
means of securing it; Characteristic of a hinged watertight door

7. Frequency of the drills for the operating of watertight doors.

a. Drills for the operating of watertight doors, sidescuttles, valves and
closing mechanisms of scuppers, ash-chutes and rubbish-chutes shall
take place weekly. In ships in which the voyage exceeds one week in
duration a complete drill shall be held before leaving port, and others
thereafter at least once a week during the voyage
b. All watertight doors, both hinged and power-operated, in watertight
bulkheads, in use at sea, shall be operated daily.
c. The watertight doors and all mechanisms and indicators connected
therewith, all valves the closing of which is necessary to make a
compartment watertight, and all valves the operation of which is
necessary for damage control cross-connections shall be periodically
inspected at sea at least once a week.
 A record of all drills and inspections required by this regulation shall
be entered in the log-book with an explicit record of any defects
which may be disclosed. (SOLAS P.64 Chapter II-1: Construction -
structure, stability, installations Part B-4 regulation 21)

d.

8. Cargo vessels:
a. Ability to distinguish between ships of Type “A” and Type “B” for
the purpose of computation of freeboard
i. Type “A” ship is one which is designed to carry only liquid
cargoes in bulk, and in which cargo tanks have only small
access openings closed by watertight gasketed covers of steel or
equivalent material.
1. Such a ship necessarily has the following inherent
features:
a. high integrity of the exposed deck; and
b. high degree of safety against flooding, resulting
from the low permeability of loaded cargo spaces
and the degree of subdivision usually provided.
c. A Type “A” ship, if over 150 metres (492 feet) in
length, and designed to have empty compartments
when loaded to its summer load water-line, shall
be able to withstand the flooding of any one of
these empty compartments at an assumed
permeability of 0.95, and remain afloat in a
condition of equilibrium considered to be
satisfactory by the Administration. In such a ship,
if over 225 metres (738 feet) in length, the
machinery space shall be treated as a floodable
compartment but with a permeability of 0.85.
2. For the guidance of Administrations the following limits
may be regarded as satisfactory:
a. the final waterline after flooding is below the
lower edge of any opening through which
progressive flooding may take place
b. the maximum angle of heel due to unsymmetrical
flooding is of the order of 15 degrees
c. the metacentric height in the flooded condition is
positive
 ii. All ships which do not come within the provisions regarding
Type “A” ships in paragraphs (2) and (3) of this Regulation
shall be considered as Type “B” ships.
1. Type “B” ships, which in position 1 have hatchways
fitted with hatch covers complying with the requirements
of Regulation 15(7) or 16 shall, except as provided in
paragraphs (7) to (10) inclusive of this Regulation, be
assigned freeboards based on Table B of Regulation 28
2. Any Type “B” ships of over 100 meters (328 feet) in
length may be assigned freeboards less than those
required under paragraph (6) of this Regulation provided
that, in relation to the amount of reduction granted, the
Administration is satisfied that:
a. the measures provided for the protection of the
crew are adequate;
b. the freeing arrangements are adequate;
c. the covers in positions 1 and 2(regulation 13)
comply with the provisions of Regulation 16 and
have adequate strength, special care being given to
their sealing and securing arrangements;
d. the ship, when loaded to its summer load
waterline, will remain afloat in a satisfactory
condition of equilibrium after flooding of any
single damaged compartment at an assumed
permeability of 0.95 excluding the machinery
space; and
e. in such a ship, if over 225 meters (738 feet) in
length the machinery space shall be treated as a
floodable compartment but with a permeability of
0.85.
(LOAD LINE CONVENTION CH.3 regulation 27 P.38, 144)
b. What is considered a “one-compartment ship”; Requirements for
survivability of Type “B” ships with reduced freeboard assigned.
i. single cargo hold below the freeboard deck or cargo holds
below the freeboard deck which are not separated by at least
one bulkhead made watertight up to that deck (SOLAS P.42
Chapter II-1: Construction - structure, stability, installations
regulation 25)
ii. Requirements for survivability of Type “B” ships with
reduced freeboard assigned (reduction less than 60%)
 1. the ship, when loaded to its summer load waterline, will
remain afloat in a satisfactory condition of equilibrium
after flooding of any single damaged compartment at an
assumed permeability of 0.95 excluding the machinery
space; and
2. in such a ship, if over 225 meters (738 feet) in length the
machinery space shall be treated as a floodable
compartment but with a permeability of 0.85
3. The relevant calculations may be based upon the
following main assumptions:
— the vertical extent of damage is equal to the depth of the
ship;
— the penetration of damage is not more than B/5;
— no main transverse bulkhead is damaged;
— the height of the centre of gravity above the base line is
assessed allowing for homogeneous loading of cargo holds,
and for 50 per cent of the designed capacity of consumable
fluids and stores, etc.
iii. Requirements for survivability of Type “B” ships with
reduced freeboard assigned (reduction 60%-100%)
4. the flooding of any single damaged compartment shall be
to the flooding of any two adjacent fore and aft
compartments, neither of which is the machinery space.
Also any such ship of over 225 metres (738 feet) in
length, when loaded to its summer load waterline, shall
remain afloat in a satisfactory condition of equilibrium
after flooding of the machinery space, taken alone, at an
assumed permeability of 0.85
(LOAD LINE CONVENTION CH.3 regulation 27 P.39)

9. All ships
c. Openings in watertight bulkheads
d. Requirements for watertight openings to be closed at sea; procedures
for ensuring that all watertight doors are closed;
i. Watertight doors or ramps fitted to internally subdivide large
cargo spaces shall be closed before the voyage commences and
shall be kept closed during navigation; the time of opening such
doors in port and of closing them before the ship leaves port
shall be entered in the log-book
 (in cargo ships)
(SOLAS P.83 Chapter II-1: Construction - structure, stability,
installations regulation 24)
ii. All watertight doors shall be kept closed during navigation
except that they may be opened during navigation as specified
in paragraphs 3 and 4. Watertight doors of a width of more than
1.2 m in machinery spaces as permitted by regulation 13.10
may only be opened in the circumstances detailed in that
regulation. Any door which is opened in accordance with this
paragraph shall be ready to be immediately closed.
iii. A watertight door may be opened during navigation to pennit
the passage of passengers or crew, or when work in the
immediate vicinity of the door necessitates it being opened. The
door must be immediately closed when transit through the door
is complete or when the task which necessitated it being open is
finished.
iv. Watertight doors fitted in watertight bulkheads dividing cargo
between deck spaces in accordance with regulation 13.9.1 shall
be closed before the voyage commences and shall be kept
closed during navigation; the time of opening such doors in port
and of closing them before the ship leaves port shall be entered
in the log-book.
(SOLAS P.81 Chapter II-1: Construction - structure, stability,
installations regulation 22)
e. Frequency of operation of all watertight doors in main transverse
bulkheads, in use at sea
i. All watertight doors, both hinged and power-operated, in
watertight bulkheads, in use at sea, shall be operated daily
(in passenger ships)
(SOLAS P.81 Chapter II-1: Construction - structure, stability,
installations regulation 21)
f. Frequency of inspection of watertight doors and their mechanisms and
indicators, all valves the closing of which is necessary to make a
compartment watertight and all valves for damage-control cross-
connections;
i. The watertight doors and all mechanisms and indicators
connected therewith, all valves the closing of which is
necessary to make a compartment watertight, and all valves the
 operation of which is necessary for damage control cross-
connections shall be periodically inspected at sea at least once a
week. (in passenger ships)
(SOLAS P.81 Chapter II-1: Construction - structure, stability,
installations regulation 21)
g. Records of drills and inspections.
i. Each fire drill shall include: checking the operation of
watertight doors, fire doors, fire dampers and main inlets and
outlets of ventilation systems in the drill area
(SOLAS P.245 Chapter III-1 PART B SECTION 1: Life-saving
appliances and arrangements)
ii. Drills for the operating of watertight doors, sidescuttles, valves
and closing mechanisms of scuppers, ash-chutes and rubbish-
chutes shall take place weekly. In ships in which the voyage
exceeds one week in duration a complete drill shall be held
before leaving port, and others thereafter at least once a week
during the voyage
(in passenger ships)
(SOLAS P.81 Chapter II-1: Construction - structure, stability,
installations regulation 21)
A record of all drills and inspections required by this regulation
shall be entered in the log-book with an explicit record of any
defects which may be disclosed. (in passenger ships)
(SOLAS P.81 Chapter II-1: Construction - structure, stability,
installations regulation 21)