Cap. 369 sub. leg. AM

Merchant Shipping (Safety) (Passenger Ship Construction and Survey) (Ships Built On or After 1 September 1984) Regulations(Cap. 369, sections 94, 107 and 112B)(Enacting provision omitted—E.R. 1 of 2023) [2 August 1991](Format changes—E.R. 1 of 2023) Part I General 1. Interpretation and application (E.R. 1 of 2023)(1) (Repealed L.N. 139 of 1994)(1A) (Omitted as spent—E.R. 1 of 2023)(2) In these regulations the following expressions have the following meanings respectively— accommodation spaces (起居艙) means— (a) public spaces; (b) corridors and lobbies; (c) stairways; (d) lavatories; (e) cabins; (f) offices; (g) crew spaces; (h) hairdressing salons; (i) pantries not containing cooking appliances; (j) lockers; and (k) space similar to any of the foregoing and trunks to such space; alteration (改動), for the purposes of the definition of constructed, means any repair, alteration or modification that is of a major character; (L.N. 256 of 2018)approved (批准) means approved by the Director;auxiliary steering gear (輔助舵機) means the equipment, other than any part of the main steering gear, necessary to steer the ship in the event of failure of the main steering gear but not including the tiller, quadrant or components serving the same purpose;breadth of the ship (船舶寬度) means the greatest moulded breadth at or below the ship’s deepest subdivision load waterline;bulkhead deck (艙壁甲板) means the uppermost deck up to which transverse watertight bulkheads are carried;classification society (船級社) means any society for the classification of ships authorised by the Director where appropriate;conning position (指揮位置) means the position from which the navigation of a ship is controlled; (L.N. 109 of 2001) constructed (建造), in relation to a ship, means the stage at which— (a) the keel of the ship is laid; (b) construction identifiable with the ship begins and assembly of the ship has commenced comprising at least 50 tonnes or 1% of the estimated mass of all structural material, whichever is less; (c) if the ship has undergone only one alteration—the alteration commences; or (d) if the ship has undergone 2 or more alterations—the latest alteration commences; (L.N. 256 of 2018) control room (控制室) means a room either within or outside a propelling machinery space from which propelling machinery and boilers may be controlled;control stations (控制站) means spaces in which radio or main navigating equipment, or the emergency source of power, or the central fire recording equipment, or fire control equipment, or fire extinguishing installations are located, or a control room located outside a propelling machinery space;crew space (船員艙) means crew accommodation which includes sleeping rooms, mess rooms, sanitary accommodation, hospital accommodation, recreation accommodation, store rooms and catering accommodation provided for the use of seafarers but does not include any accommodation which is also used by or provided for the use of passengers;criterion numeral (衡準數) in relation to any ship means the criterion numeral of the ship determined in accordance with such provisions of Schedule 1 as apply to that ship;dangerous goods (危險貨物) means dangerous goods as defined by section 1(1) of the Merchant Shipping (Safety) (Dangerous Goods and Marine Pollutants) Regulation (Cap. 413 sub. leg. H); (L.N. 256 of 2018)dead ship condition (廢船狀態) means the condition under which the main propulsion plant, boilers and auxiliaries are not in operation due to the absence of power;deadweight (載重量) means the difference in tonnes between the displacement of a ship in water of a specific gravity of 1.025 and the lightweight of the ship;emergency condition (緊急情況) means a condition under which any services needed for normal operational and habitable conditions are not in working order due to failure of the main source of electrical power;emergency source of electrical power (應急電源) means a source of electrical power intended to supply the emergency switchboard in the event of failure of the supply from the main source of electrical power;emergency switchboard (應急配電板) means a switchboard which in the event of a failure of the main electrical power supply system is directly supplied by the emergency source of electrical power or the transitional source of emergency electrical power and is intended to distribute electrical energy to the emergency services; enclosed superstructure (圍封上層建築) means a superstructure— (a) which has enclosing bulkheads of efficient construction in which all access openings are fitted with sills and weathertight doors; and (E.R. 1 of 2023) (b) in which all other openings in the sides or ends thereof are fitted with efficient weathertight means of closing, however it should not include a bridge or poop fulfilling these requirements unless access is provided by which the crew can reach machinery and other working spaces within the bridge or poop by alternative means which are available for the purpose at all times when access openings in the bulkheads of the bridge or poop are closed; equivalent material (同等物料) where the words are used in the expression steel or other equivalent material means any material which, by itself or due to insulation provided, has structural and integrity properties equivalent to steel at the end of an appropriate fire test; (E.R. 1 of 2023)factor of subdivision (分艙因數) in relation to any ship or portion thereof means the factor of subdivision determined in accordance with such of the provisions of Schedule 1 as apply to that ship or portion as the case may be;favourable weather (良好天氣) means fine, clear settled weather with a sea state such as to cause only moderate rolling and/or pitching;floodable length (可浸長度) in relation to any portion of a ship at any draught means the maximum length of that portion having its centre at a given point in the ship which, at that draught and under such of the assumptions of permeability set forth in Schedule 1 as are applicable in the circumstances, can be flooded without submerging any part of the ship’s margin line when the ship has no list;forward perpendicular (首垂線) means the forward extremity of the length of the ship as defined in this regulation;freeboard deck (乾舷甲板) has the same meaning as in the Merchant Shipping (Safety) (Load Line) Regulations (Cap. 369 sub. leg. AD);Government Surveyor (政府驗船師) means a person appointed to be a Government surveyor by the Secretary for Transport and Logistics under section 5 of the Ordinance; (L.N. 106 of 2002; L.N. 130 of 2007; L.N. 144 of 2022)hazardous area (危險範圍) means an area in which explosive gas-air mixtures are, or may be expected to be, present in quantities such as to require special precautions for the construction and use of electrical apparatus or other apparatus which otherwise would constitute a source of ignition;Hong Kong passenger ship (香港客船) means a passenger ship registered in Hong Kong;IMO Resolution A.265(VIII) (IMO 決議 A.265(VIII)) means Resolution A.265 (VIII) adopted by the International Maritime Organization entitled “Regulations on Subdivision and Stability of Passenger Ships as an Equivalent to Part B of Chapter II of the International Convention for the Safety of Life at Sea 1960”; (E.R. 1 of 2023)independent power pump (獨立動力泵) means a pump operated by power otherwise than from the ship’s main engines;International Standard (國際標準) means a standard specification published by the International Organisation for Standardization or a publication of the International Electrotechnical Commission (IEC), obtainable from the British Standards Institution;length (長度) in relation to a ship, except for the purposes of regulation 20(4)(b)(ii) and (c)(iii), means the length of a ship measured between perpendiculars taken at the extremities of the deepest subdivision load waterline;lightweight (空載重量) means the displacement of a ship in tonnes without cargo, fuel, lubricating oil, ballast water, fresh water and feed water in tanks, consumable stores and passengers and crew and their effects;machinery space (機艙) in every Part of these regulations except Part IIA and Schedule 1 means any space which contains propelling machinery, boilers, oil fuel units, steam and internal combustion engines, generators and major electrical machinery, oil filling stations, refrigerating, stabilising, ventilation and air conditioning machinery and similar spaces, and where the context so admits any trunk to such a space;machinery space (機艙) in Part IIA and Schedule 1 means any space extending from the moulded base line of the ship to the margin line and between the extreme transverse watertight bulkheads bounding the spaces containing the main and auxiliary propelling machinery, generators and boilers serving the needs of propulsion, when installed; machinery space of Category A (A類機艙) means a machinery space which contains— (a) internal combustion type machinery used either for main propulsion purposes or for other purposes where such machinery has in the aggregate a total power output of not less than 375 kilowatts; or (b) any oil fired boiler or oil fuel unit, and any trunk to such a space; main circulating pump (主循環泵) means the pump installed for circulating water through the main condenser;main generating station (主發電站) means the space in which the main source of electrical power is situated;main source of electrical power (主電源) means a source intended to supply electrical power to the main switchboard for distribution to all services necessary for maintaining the ship in a normal operational and habitable condition;main steering gear (主舵機) means the machinery, rudder actuators, steering gear power units, if any, and auxiliary equipment and the means of applying torque to the rudder stock, such as the tiller or quadrant, necessary for effecting movement of the rudder for the purpose of steering the ship under normal service conditions;main switchboard (主配電板) means a switchboard which is directly supplied by the main source of electrical power and is intended to distribute electrical energy to the ship’s services;margin line (限界線) means a line drawn at least 76 millimetres below the upper surface of the bulkhead deck at the side of the ship;maximum ahead service speed (最大前進航速) means the greatest speed which the ship is designed to maintain in service at sea at her deepest seagoing draught;maximum astern speed (最大後退速度) means the greatest speed which it is estimated the ship can attain at the designed maximum astern power at the deepest seagoing draught;Merchant Shipping Notice (商船公告) means a Notice described as such, issued by the United Kingdom Department of Transport, and includes a reference to any document amending or replacing that Notice which is approved by the Director and notified to this effect in the Gazette;mile (浬) means a nautical mile of 1 852 metres;navigable speed (可航行速度) means the minimum speed at which a ship can be effectively steered in the ahead direction; new passenger ship (新客船) means— (a) a passenger ship constructed on or after 1 September 1984 and before 1 July 2002; or (b) a cargo ship converted to a passenger ship on or after 1 September 1984 and before 1 July 2002; (L.N. 256 of 2018) noise level (噪音聲級) means ‘A’ weighted sound pressure level in decibels dB(A) as defined and tabulated in the British Standards specification number BS 5969:1981; or other equivalent standard acceptable to the Director;non-combustible material (非可能燃燒物料) means material which when heated to a temperature of 750oC neither flames for longer than 10 seconds duration, nor raises either its internal temperature or the temperature of the test furnace more than 50oC above 750oC when tested in accordance with British Standard specification 476: Part 4: 1970 or other equivalent standard acceptable to the Director and the expression combustible material (可能燃燒物料) shall be construed accordingly;normal operational and habitable condition (正常操作和適居狀況) means a condition under which the ship as a whole, the machinery, services, means and aids ensuring propulsion, ability to steer, safe navigation, fire and flooding safety, internal and external communications and signals, means of escape, and winches for emergency boats, as well as the designed comfortable conditions of habitability are in working order and functioning normally;oil fuel unit (燃油機組) means the equipment used for the preparation of oil fuel for delivery to an oil-fired boiler or the equipment used for the preparation for delivery of heated oil to an internal combustion engine, and includes any oil pressure pumps, filters and heaters dealing with oil at a pressure greater than 1.8 bar gauge;open ro/ro cargo spaces (開放式滾裝貨艙) means ro/ro cargo spaces either open at both ends, or open at one end and provided with adequate natural ventilation effective over their entire length through permanent openings in the side plating or deckhead;passenger (乘客) means any person carried in a ship except— (E.R. 1 of 2023)(a) a person employed or engaged in any capacity on board the ship on the business of the ship;(b) a person on board the ship either in pursuance of the obligation laid upon the master to carry shipwrecked, distressed or other persons, or by reason of any circumstances that neither the master nor the owner nor the charterer (if any) could have prevented; and(c) a child under one year of age;passenger ship (客船) means a ship carrying more than 12 passengers and propelled by electricity or other mechanical power;passenger space (客艙) means a space provided for the use of passengers except as otherwise defined in paragraph 1(3) of Schedule 1;permeability (滲透率) in relation to a space means the percentage of that space which, on the assumption that it is in use for the purpose for which it was appropriated, can be occupied by water;permissible length (許可長度) of a compartment having its centre at any point in the length of a ship means the product of the floodable length at that point and the factor of subdivision of the ship;post 1990 ship (1990年後建造的船舶) means a passenger ship the keel of which is laid, or which is at a similar stage of construction, on or after 29 April 1990 or a cargo ship which is converted to a passenger ship on or after that date; (L.N. 139 of 1994)post 1992 ship (1992年後建造的船舶) means a passenger ship the keel of which is laid, or which is at a similar stage of construction, on or after 1 February 1992 or a cargo ship which is converted to a passenger ship on or after that date; (L.N. 139 of 1994)post January 1994 ship (1994年1月後建造的船舶) means a passenger ship the keel of which is laid, or which is at a similar stage of construction, on or after 1 January 1994 or a cargo ship which is converted to a passenger ship on or after that date; (L.N. 413 of 1995)post October 1994 ship (1994年10月後建造的船舶) means a passenger ship the keel of which is laid, or which is at a similar stage of construction, on or after 1 October 1994 or a cargo ship which is converted to a passenger ship on or after that date; (L.N. 413 of 1995)power actuating system (動力驅動系統) means the hydraulic equipment provided for supplying power to turn the rudder stock, comprising a steering gear power unit or units, together with the associated pipes and fittings, and a rudder actuator. The power actuating systems may share common mechanical components, that is, tiller, quadrant and rudder stock, or components serving the same purpose;public spaces (公用艙) includes halls, dining rooms, bars, smoke rooms, lounges, recreation rooms, nurseries, libraries and similar public permanently enclosed spaces;ro/ro cargo spaces (滾裝貨艙) means spaces not normally subdivided in any way and extending to either a substantial length or the entire length of the ship in which goods (packaged or in bulk, in or on rail or road cars, vehicles (including road or rail tankers), trailers, containers, pallets, demountable tanks or in or on similar stowage units or other receptacles) can be loaded and unloaded normally in a horizontal direction; ro/ro passenger ship (滾裝客船) means a passenger ship— (a) for a ship constructed before 1 July 1997—provided with cargo spaces or vehicle spaces in which cargo or vehicles can be loaded or unloaded in a horizontal direction; or (b) for a ship constructed on or after 1 July 1997—provided with special category spaces or ro/ro cargo spaces; (L.N. 256 of 2018) service space (服務艙) includes galleys, pantries containing cooking appliances, lockers and storerooms, paint rooms, baggage rooms, workshops other than those forming part of machinery spaces, mail rooms and similar spaces and trunks to such spaces;settling tank (沉澱櫃) means an oil storage tank having a heating surface of not less than 0.183 square metre per tonne of oil capacity; similar stage of construction (相若建造階段) means the stage at which— (a) construction identifiable with a specific ship begins; and (b) assembly of that ship has commenced comprising at least 50 tonnes or 1% of the estimated mass of all structural material, whichever is less; special category space (特種艙) means any enclosed space above or below the bulkhead deck intended for the carriage of motor vehicles with fuel in their tanks for their propulsion, into and from which such vehicles can be driven and to which passengers have access; specified Chapter II-1 (《第II-1章指明版》) means Chapter II-1 of the Annex to the International Convention for the Safety of Life at Sea signed in London on 1 November 1974, as revised or amended by the following instruments adopted by the International Maritime Organization that apply to Hong Kong— (a) the Protocol of 1978 relating to the International Convention for the Safety of Life at Sea, 1974 adopted on 17 February 1978; (b) the Protocol of 1988 relating to the International Convention for the Safety of Life at Sea, 1974 adopted on 11 November 1988; (c) Resolutions MSC.1(XLV), MSC.2(XLV), MSC.6(48), MSC.11(55) and MSC.12(56); (d) Resolution 1 of the Conference of Contracting Governments to the International Convention for the Safety of Life at Sea, 1974 on the Global Maritime Distress and Safety System adopted on 9 November 1988; (e) Resolutions MSC.13(57), MSC.19(58), MSC.26(60) and MSC.27(61); (f) Resolution 1 of the Conference of Contracting Governments to the International Convention for the Safety of Life at Sea, 1974 adopted on 29 November 1995; and (g) Resolutions MSC.47(66), MSC.57(67) and MSC.65(68); (L.N. 256 of 2018) specified Chapter II-2 (《第II-2章指明版》) means Chapter II-2 of the Annex to the International Convention for the Safety of Life at Sea signed in London on 1 November 1974, as revised or amended by the following instruments adopted by the International Maritime Organization that apply to Hong Kong— (a) the Protocol of 1978 relating to the International Convention for the Safety of Life at Sea, 1974 adopted on 17 February 1978; (b) the Protocol of 1988 relating to the International Convention for the Safety of Life at Sea, 1974 adopted on 11 November 1988; (c) Resolutions MSC.1(XLV), MSC.6(48), MSC.13(57), MSC.22(59), MSC.24(60), MSC.27(61) and MSC.31(63); (d) Resolution 1 of the Conference of Contracting Governments to the International Convention for the Safety of Life at Sea, 1974 adopted on 29 November 1995; and (e) Resolution MSC.57(67); (L.N. 256 of 2018) stability information book (穩定性資料冊) means the book required to be provided in compliance with regulation 9A(8); (L.N. 139 of 1994)steering gear control system (舵機控制系統) means the equipment by which orders are transmitted from the navigating bridge to the steering gear power units. Steering gear control systems comprise transmitters, receivers, hydraulic control pumps and their associated motors, motor controllers, piping and cables; steering gear power unit (舵機動力機組) means— (a) in the case of electric steering gear, the electric motor and its associated electrical equipment; or (b) in the case of electro-hydraulic steering gear, the electric motor, its associated electrical equipment and connected pump; or (c) in the case of steam-hydraulic or pneumatic-hydraulic steering gear, the driving engine and connected pump; steering position (操舵位置) means the position from which the ship is being steered; (L.N. 109 of 2001)subdivision load waterline (分艙載重水線) means the waterline assumed in determining the subdivision of the ship in accordance with these regulations;suitable (適合) in relation to material means approved by the Director as suitable for the purpose for which it is used;summer load waterline (夏季載重水線) has the same meaning as in the Merchant Shipping (Safety) (Load Line) Regulations (Cap. 369 sub. leg. AD); (E.R. 4 of 2017) tons (噸) means gross tons and a reference to tons— (a) in relation to a ship having alternative gross tonnages under paragraph 13 of Schedule 5 to the Merchant Shipping (Registration) (Tonnage) Regulations (Cap. 415 sub. leg. C) is a reference to the larger of those tonnages; and (E.R. 4 of 2017; E.R. 1 of 2023) (b) in relation to a ship having its tonnage determined both under Part II and regulation 16 of those regulations is a reference to its gross tonnage as determined under regulation 16 of those regulations; watertight (水密), in relation to a structure, means capable of preventing the passage of water through the structure in any direction under the maximum head of water which it might have to sustain in the event of damage to the ship, but for structures below the bulkhead deck at least the head of water up to ship’s margin line; (L.N. 139 of 1994)weathertight (風雨密) in relation to a structure means capable or preventing the passage of sea water through the structure in the worst sea and weather conditions likely to be encountered by the ship.(L.N. 93 of 2017; L.N. 256 of 2018)(3) These regulations apply—(a) to new Hong Kong passenger ships wherever they may be;(b) subject to the exceptions mentioned below in this subregulation, to other new passenger ships while they are within the waters of Hong Kong;(c) to the extent that the Director deems reasonable and practical, to any major repairs, alterations or modifications to existing Hong Kong passenger ships,except that—(i) regulations 16, 17 and 20 shall not apply to other new passenger ships; but such ships shall comply instead with regulations 16, 17 and 19 of the Merchant Shipping (Safety) (Passenger Ship Construction) (Ships Built Before 1 September 1984) Regulations (Cap. 369 sub. leg. AL); (E.R. 1 of 2023)(ii) Part VIA shall only apply to non-Hong Kong ro/ro passenger ships while they are within the waters of Hong Kong; and(iii) regulations 9B to 9I shall not apply to non-Hong Kong ships. (L.N. 139 of 1994) 2. Exemptions for certain classes of ships and individual ships The Director may exempt certain classes of ships or individual ships from the provisions of any of these regulations, subject to such conditions as he may specify, and may alter or cancel any exemption so granted. In particular he may exempt—(a) any ship of Class II or II(A) (as defined in regulation 3) which does not proceed more than 20 miles from the nearest land, from the requirements of these regulations to the extent that he is satisfied that compliance therewith is unreasonable or unnecessary by reason of the sheltered nature and conditions of the intended services of the ship;(b) any ship which is not normally engaged on international voyages but which, in exceptional circumstances is required to undertake a single international voyage, from any of the requirements of these regulations: provided that she complies with safety requirements which in the opinion of the Director are adequate for the voyage which is to be undertaken by the ship;(c) any ship which embodies features of a novel kind, from any of the requirements of these regulations if the application might, in his opinion, seriously impede research into the development of such features and their incorporation in ships engaged on international voyages; any such ship shall, however, comply with safety requirements which, in the opinion of the Director, are adequate for the service for which it is intended and are such as to ensure the overall safety of the ship;(d) any ship of Class I or II (as defined in regulation 3) employed in special trades for the carriage of large numbers of special trade passengers, such as the pilgrim trade, from any of the requirements of these regulations: provided that she complies fully with the provisions of—(i) the Final Act of the International Conference on Special Trade Passenger Ships 1971; and(ii) the Protocol on Space Requirements for Special Trade Passenger Ships 1973. 3. Classification of ships (1) For the purposes of these regulations passenger ships shall be arranged in Classes as follows—Ships engaged on international voyagesClass I. Ships engaged on voyages (not being short international voyages) any of which are long international voyages.Class II. Ships engaged on voyages (not being long international voyages) any of which are short international voyages.Ships not engaged on international voyagesClass II(A). Ships engaged on voyages of any kind other than international voyages.(2) For the purposes of this regulation—long international voyage (長途國際航程) means an international voyage which is not a short international voyage within the meaning of Part II of the Ordinance. (E.R. 1 of 2023) 4. Structural strength The structural strength of every ship shall be sufficient for the service for which the ship is intended. Part IIA Watertight Subdivision 5. Application of Part IIA This Part applies to every ship; provided that a ship which complies fully with regulations 2 to 8, 11 and 13 of IMO Resolution A.265 (VIII) need not comply with the requirements of this Part, except that regulations 7, 10, 12 and 14 to 26 inclusive of these regulations shall apply. 6. Watertight subdivision Every ship shall be subdivided by bulkheads, which shall be watertight up to the bulkhead deck, into compartments the maximum length of which shall be calculated in accordance with such of the provisions of Schedule 1 as apply to that ship. Every other portion of the internal structure which affects the efficiency of the subdivision of the ship shall be watertight, and shall be of a design which will maintain the integrity of the subdivision:Provided that for a ship of Class II or II(A) such maximum length shall be calculated in accordance with either Part II or Part III of that Schedule. 7. Peak and machinery space bulkheads, shaft tunnels, etc. (1) Every ship shall be provided with a collision bulkhead which shall be watertight up to the bulkhead deck and shall be fitted at a distance from the ship’s forward perpendicular of not less than 5% of the length of the ship and not more than 3.0 metres plus 5% of such length. If the ship has a forward superstructure, the collision bulkhead shall be extended weathertight to the deck next above the bulkhead deck. The extension shall not be required to be fitted directly over the bulkhead below, provided that it is fitted at a distance of at least 5% but not more than 3.0 metres plus 5% of the length of the ship from the forward perpendicular and the part of the bulkhead deck which forms the step is made effectively weathertight. The plating and stiffeners of such an extension shall be constructed in accordance with the provisions of Schedule 4 as if the extension formed part of a bulkhead immediately below the bulkhead deck.(2) Where any part of the ship below the waterline extends forward of the forward perpendicular, the distances specified in subregulation (1) shall be measured from a point either—(a) at the mid point of the maximum length forward of the forward perpendicular of such an extension; or(b) at a horizontal distance forward of the forward perpendicular equal to 1.5% of the length of the ship; or(c) at a horizontal distance 3.0 metres forward of the forward perpendicular,whichever gives the smallest measurement.(3) Where bow doors are fitted and a sloping loading ramp forms part of the extension of the collision bulkhead above the bulkhead deck, any part of the ramp structure which is more than 2.3 metres above the bulkhead deck may extend forward of the limit specified in subregulation (1) as amended in subregulation (2), if applicable. The ramp shall form a complete weathertight closure of the collision bulkhead extension above the bulkhead deck.(4) Every such ship shall be provided with a watertight afterpeak bulkhead and with watertight bulkheads dividing the space appropriated to the main and auxiliary propelling machinery and boilers, if any, from other spaces. Such bulkheads shall be watertight up to the bulkhead deck, provided that the afterpeak bulkhead may be stopped below the bulkhead deck if the safety of the ship as regards subdivision is not thereby impaired.(5) The stern gland of every such ship shall be situated in a watertight shaft tunnel or other watertight space separate from the stern tube compartment and of such a volume that if the tunnel or space is flooded the margin line will not be submerged. The stern tube shall be enclosed in a watertight compartment, the volume of which shall be the smallest compatible with the proper design of the ship. 8. Double bottoms (1) Subject to the provisions of this regulation every ship of Classes I, II and II(A) shall be fitted with a watertight double bottom which shall extend from the forepeak bulkhead to the afterpeak bulkhead, provided that the Director may permit a double bottom to be dispensed with in compartments where its fitting would not be compatible with the design and proper working of the ship, subject to compliance with the following minimum requirements for fitting such a double bottom— (E.R. 1 of 2023)(a) in ships of 50 metres but less than 61 metres in length, from the forward bulkhead of the machinery space to the collision bulkhead or as near to that bulkhead as is practicable;(b) in ships of 61 metres but less than 76 metres in length, from the collision bulkhead to the afterpeak bulkhead or as near to those bulkheads as is practicable, but not necessarily in the machinery space;(c) in ships of 76 metres in length or over a double bottom shall be fitted amidships and shall extend from the collision bulkhead to the afterpeak bulkhead or as near to those bulkheads as is practicable.(2) The Director may exempt any ship of Class II or II(A) from the requirements of a double bottom in any portion of the ship which is subdivided by application of a factor of subdivision not exceeding .50, if he is satisfied that the fitting of a double bottom in that portion of the ship would not be compatible with the design and proper working of the ship.(3) When a double bottom is required by this regulation to be fitted in a ship, its moulded depth in millimetres measured at the centre line shall be not less than 406 plus 4.17 times the length of ship in metres and the inner bottom shall be continued out to the ship’s sides in such a manner as to protect the bottom to the turn of the bilge. The inner bottom shall be deemed to be adequate for this purpose if the line of intersection of the outer edge of the margin plate with the bilge plating is not lower at any point than a horizontal plane passing through the point of intersection with the frame line amidships of a transverse diagonal line inclined at 25 degrees to the base line and cutting it at a point one-half of the ship’s moulded breadth from the centre line.(4) Wells constructed in the double bottom for the purpose of drainage shall not be larger nor extend downwards more than is necessary for such purpose. The depth of the well shall in no case be more than the depth of the double bottom at the centre line, less 460 millimetres, nor shall the well extend below the horizontal plane referred to in subregulation (3), provided that a well extending to the outer bottom may be constructed at the after end of a watertight shaft tunnel fitted in accordance with regulation 7(5).(5) Wells for purposes other than drainage shall not be constructed in the double bottom. The Director may exempt any ship from the requirement of this subregulation in respect of any well which he is satisfied will not diminish the protection given by the double bottom.(6) Nothing in this regulation shall require a double bottom to be fitted in way of watertight compartments of moderate size used exclusively for the carriage of liquids, if the safety of the ship will not be impaired in the event of bottom or side damage by reason of the absence of a double bottom in that position. 9. (Repealed L.N. 139 of 1994) 9A. Inclining and stability information (1) This regulation applies to every Hong Kong passenger ship to which these regulations apply.(2) Every ship on her completion shall be inclined and the elements of her stability determined. The master shall be supplied by the owner with reliable information relating to the stability of the ship in accordance with the following provisions of this regulation. The information relating to stability shall, before issue to the master, be submitted to the Director for approval, together with a copy thereof for his retention and shall incorporate such additions and amendments as the Director may in any particular case require.(3) Every ship of Classes I, II and II(A) shall undergo a lightweight survey to determine the ship’s lightship displacement and longitudinal position of its centre of gravity, before 29 April 1995 unless it has been inclined since 29 April 1990. Every such lightweight survey shall be subject to the conditions specified in subregulation (4).(4) Every ship of Classes I, II and II(A) shall have a lightweight survey carried out within each period of 5 years to verify any changes in lightship displacement and longitudinal centre of gravity. Such periods shall commence on the date of issue of either a Passenger Ship Safety Certificate or a Passenger Certificate subsequent to a previous inclining or lightweight survey, whichever date is the earliest. The ship shall be re-inclined whenever, in comparison with the ship’s approved stability information derived from the previous inclining experiment, a deviation from the lightship displacement exceeding 2% or a deviation of the longitudinal centre of gravity exceeding 1% of the ship’s length is found or anticipated. Every inclining or lightweight survey made for this purpose or for the purpose of subregulation (3) shall be carried out in the presence of a Government Surveyor. The interval between lightweight surveys of any such ship may be extended by the Director for a period of not more than one year if he is satisfied, on the production to him of relevant information about the ship, that the lightweight survey is not necessary at the required interval. (L.N. 37 of 2000)(5) A report of each inclining or lightweight survey carried out in accordance with subregulations (3) and (4) and of the calculation therefrom of the lightship condition particulars shall be submitted to the Director for approval, together with a copy for his retention. The approved report shall be placed on board the ship by the owner in the custody of the master and shall incorporate such additions and amendments as the Director may in any particular case require. The amended lightship condition particulars so obtained from time to time shall be used by the master in substitution for such previously approved particulars when calculating the ship’s stability.(6) Following any inclining or lightweight survey carried out in accordance with the requirements of subregulations (3) and (4) on the basis of which the elements of the ship’s stability have been then determined the master shall be supplied, by the owner, with amended stability information if Director so requires. The information so supplied shall be submitted to the Director for approval, together with a copy thereof for his retention and shall incorporate such additions and amendments as the Director may in any particular case require.(7) Where any alterations are made to a ship so as materially to affect the stability information supplied to the master, amended stability information shall be provided. The ship shall be re-inclined if the Director so requires.(8) Stability information provided pursuant to subregulations (2), (5), (6) and (7) shall be furnished in the form of a book (the stability information book) which shall be kept on board the ship at all times in the custody of the master. The information shall include particulars appropriate to the ship in respect of the matters specified in Schedule 2 and shall be in the form set out in that Schedule.(9) Every ship shall have a scale of draughts marked clearly at the bow and stern.(L.N. 139 of 1994) 9B. Loading and stability assessment Regulations 9C to 9I apply to Hong Kong ships of Classes I, II and II(A).(L.N. 139 of 1994) 9C. Information on stability during loading (1) The owner of every ship to which this regulation applies shall ensure that the master is provided with information relating to its stability during the process of loading and unloading. This information shall be included in the ship’s stability information book.(2) Where any alterations are made or changes occur to the ship so as materially to affect the information supplied to the master in accordance with subregulation (1), amended information shall be provided.(3) The information provided pursuant to subregulations (1) and (2) shall be kept on board the ship at all times in the custody of the master.(L.N. 139 of 1994) 9D. Stability and freeboard during loading and unloading The master shall use the information provided in accordance with regulation 9C and, when necessary, make calculations or cause calculations to be made in order to ensure that the process of loading and unloading is carried out safely; in particular, he shall ensure that—(a) the ship has adequate stability; and(b) the freeboard at any door giving access to the hull or to an enclosed superstructure is sufficient to prevent the entry of water.(L.N. 139 of 1994) 9E. Recording of draught, trim and freeboard prior to departure (1) On completion of the loading of the ship and before it proceeds on a voyage, the master or an officer appointed for the purpose by the master shall ascertain—(a) the ship’s draught at the bow and at the stern;(b) the trim of the ship by the bow or the stern; and(c) the vertical distance from the waterline to the appropriate subdivision load line mark on each side of the ship.(2) The draughts, trim and the vertical distances ascertained in accordance with subregulation (1) shall be recorded by the master or such officer as the case may be in the official log book.(L.N. 139 of 1994) 9F. Calculation of stability prior to departure (1) On completion of the loading of a ship of Class I, II or II(A) and before the ship proceeds on a voyage the master shall cause the vertical position of the ship’s centre of gravity relative to its keel (KG), or its transverse metacentric height (GM), whichever is appropriate for the ship, to be calculated.(2) Where the calculation is made, the actual weights of goods vehicles and other items of cargo shall be used. For items not required to be so weighted, the declared weights or weights estimated as accurately as possible shall be used.(3) The calculation shall be made using an on-board loading and stability computer, or an approved shore-based loading and stability computer system, or by such other means as will enable accurate results to be obtained. The method by which the calculation is made shall be in accordance with Merchant Shipping Notice No. M1413.(4) The master shall record the result of the calculation in the official log book.(5) Where the calculation is made by means of a shore-based loading and stability computer system, a print-out of the calculation shall be presented to the master before the ship proceeds on its voyage. It shall be the duty of the person responsible for that system to ensure that the calculations are substantially correct.(6) A full record of the calculation or a copy thereof, shall be retained on the ship for at least one calendar month after the calculation is made and shall be made available for inspection at any time during that period.(L.N. 139 of 1994) 9G. Permissible standard of stability to be recorded Before a ship of Class I, II or II(A) proceeds on a voyage the master shall cause the maximum permissible KG, or the minimum permissible GM, whichever is appropriate to the ship, to be determined and recorded in the official log book.(L.N. 139 of 1994) 9H. Condition of loading prior to departure to be satisfactory Before a ship of Class I, II or II(A) proceeds on a voyage the master shall ensure that the condition of loading of the ship as recorded in accordance with regulations 9E(2) and 9F(4) is within the permissible standard of stability determined in accordance with regulation 9G and satisfies all the relevant requirements prescribed in the stability information book.(L.N. 139 of 1994) 9I. Draught marks and automatic draught gauge system (1) Every ship of Class II shall be provided with a reliable automatic draught gauge system, complying with the requirements of Merchant Shipping Notice No. M1413.(2) (a) Every ship of Class I or II(A) engaged on services which afford only short periods in port or where insufficient lighting is available during periods of darkness, or which include the use of berths exposed to adverse weather, shall be provided with a reliable automatic draught gauge system as prescribed in subregulation (1).(b) Every other ship of Class I or II(A) shall be provided with such an automatic draught gauge system except where the draught marks are located where they can be easily read.(L.N. 139 of 1994) 10. Intact stability (1) Every ship shall, in all probable loading conditions, satisfy the following stability criteria after due correction for the effect of free surface of liquids in tanks—(a) the area under the curve of righting levers (GZ curve) shall not be less than—(i) 0.055 metre-radian up to an angle of 30 degrees;(ii) 0.090 metre-radian up to an angle of either 40 degrees or the angle at which the lower edges of any openings in the hull, superstructures or deckhouses, being openings which cannot be closed weathertight, are immersed if that angle be less;(iii) 0.030 metre-radian between the angles of heel of 30 degrees and 40 degrees or such lesser angle as is referred to in subparagraph (ii);(b) the righting lever (GZ) shall be at least 0.20 metre at an angle of heel equal to or greater than 30 degrees; (L.N. 440 of 1993)(c) the maximum righting lever (GZ) shall occur at an angle of heel not less than 30 degrees provided that the Director may permit this angle to be reduced to 25 degrees having regard to the design of a particular ship;(d) the initial transverse metacentric height shall not be less than 0.15 metre.(2) Where it is not possible, due to the particular design and operating conditions of a particular ship, to comply with the above criteria, the Director may permit the application of such alternative criteria as he is satisfied gives a standard of stability at least as effective as that specified in subregulation (1). 11. (Repealed L.N. 139 of 1994) 11A. Stability in damaged condition (1) This regulation applies to all passenger ships to which these regulations apply except post 1990 ships.(2) (a) In addition to the requirements of regulation 10, every ship shall be constructed as to provide sufficient intact stability in all service conditions to enable the ship to withstand the flooding of any one of the main compartments into which the ship is subdivided in accordance with the provision of regulation 6. The sufficiency of intact stability required shall be calculated in accordance with Parts 1 and 2 of Schedule 3. If two of the main compartments, being adjacent to each other, are separated by a bulkhead which is stepped under the conditions of paragraph 6(3)(a) of Schedule 1, the intact stability shall be adequate to withstand the flooding of those two adjacent main compartments.(b) Where in any such ship the factor of subdivision required under paragraph 4 or 9 of Schedule 1 is 0.50 or less but more than 0.33, the intact stability shall be adequate to withstand the flooding of any two adjacent main compartments.(c) Where in any such ship the factor of subdivision required under paragraph 4 of Schedule 1 is 0.33 or less, the intact stability shall be adequate to withstand the flooding of any three adjacent main compartments.(3) For the purposes of this regulation the sufficiency of the intact stability of every such ship shall be determined in accordance with the provisions of Parts 1 and 2 of Schedule 3.(4) (a) Every ship shall be so constructed as to keep asymmetrical flooding, when the ship is in a damaged condition, at the minimum consistent with efficient arrangements. If cross-flooding fittings are provided in any such ship the fittings shall, where practicable, be self-acting but in any case where controls to cross-flooding fitting are provided, they shall be capable of being operated from above the bulkhead deck. Such fittings together with their controls as well as the maximum heel before equalization shall be such as will not endanger the safety of the ship. The cross-flooding fittings shall be capable of reducing the heel within 15 minutes, sufficiently to meet the requirements of paragraph 2(2)(c) of Part 2 of Schedule 3.(b) If the margin line may become submerged during the flooding assumed for the purposes of the calculation referred to in Schedule 3, the construction of the ship shall be such as will enable the master of the ship to ensure—(i) that the maximum angle of heel during any stage of such flooding will not be such as will endanger the safety of the ship; and(ii) that the margin line shall not be submerged in the final stage of flooding.(5) There shall be provided by the owner in every ship, which is required by this Part to be subdivided, a document for the use of the master of the ship containing—(a) information as to the use of any cross-flooding fittings provided in the ship;(b) information necessary for the maintenance of sufficient intact stability under service conditions to enable the ship to withstand damage to the extent referred to in Part 1 of Schedule 3; and(c) information as to the conditions of stability on which the calculations of heel have been based, together with a warning that excessive heeling might result should the ship sustain damage when in a less favourable condition.This additional information shall be included in the stability information book.(L.N. 139 of 1994) 11B. Stability in damaged condition for post 1990 ships (1) This regulation only applies to post 1990 ships.(2) (a) In addition to the requirements of regulation 10, every ship shall be so constructed as to provide sufficient intact stability in all service conditions to enable the ship to withstand the flooding of any one of the main compartments into which the ship is subdivided in accordance with the provision of regulation 6. The sufficiency of intact stability required shall be calculated in accordance with Parts 1 and 3 of Schedule 3.

If two of the main compartments, being adjacent to each other, are separated by a bulkhead which is stepped under the conditions of paragraph 6(3)(a) of Schedule 1, the intact stability shall be adequate to withstand the flooding of those two adjacent main compartments.(b) Where in any such ship the factor of subdivision required under and subject to the provisions of paragraph 4 or 9 of Schedule 1 is 0.50 or less but more than 0.33, the intact stability shall be adequate to withstand the flooding of any two adjacent main compartments.(c) Where in any such ship the factor of subdivision required under paragraph 4 of Schedule 1 is 0.33 or less, the intact stability shall be adequate to withstand the flooding of any three adjacent main compartments.(3) For the purposes of this regulation the sufficiency of the intact stability of every such ship shall be determined in accordance with the provisions of Parts 1 and 3 of Schedule 3.(4) (a) Every ship shall be so constructed as to keep asymmetrical flooding, when the ship is in a damaged condition, at the minimum consistent with efficient arrangements. If cross-flooding fittings are provided in any such ship the fittings shall, where practicable, be self-acting but in any case where controls to cross-flooding fittings are provided, they shall be capable of being operated from above the bulkhead deck. Such fittings together with their controls shall be such as will not endanger the safety of the ship. The maximum angle of heel after flooding but before equalization shall not exceed 15 degrees. The cross-flooding fittings shall be capable of reducing the heel within 15 minutes, sufficiently to meet the requirements of paragraph 3(2) of Part 3 of Schedule 3.(b) If the margin line may become submerged during the flooding assumed for the purposes of the calculation referred to in Schedule 3, the construction of the ship shall be such as will enable the master of the ship to ensure—(i) that the maximum angle of heel during any stage of such flooding will not be such as will endanger the safety of the ship but shall not exceed the maximum heel defined in paragraph 3(2) of Part 3 of Schedule 3;(ii) that the margin line shall not be submerged in the final stage of flooding.(5) There shall be provided by the owner in every ship, which is required by this Part to be subdivided, a document for the use of the master of the ship containing—(a) information as to the use of any cross-flooding fittings provided in the ship;(b) information necessary for the maintenance of sufficient intact stability under service conditions to enable the ship to withstand damage to the extent referred to in Part 1 of Schedule 3; and(c) information as to the conditions of stability on which the calculations of heel have been based, together with a warning that excessive heeling might result should the ship sustain damage when in a less favourable condition.This additional information shall be included in the stability information book.(L.N. 139 of 1994) 12. Ballasting The arrangements for segregation of oil fuel and water ballast shall be in accordance with regulation 24 of the Merchant Shipping (Prevention of Oil Pollution) Regulations (App. I, p. K1)*. Editorial Note: * See Cap. 413 sub. leg. A. 13. Construction of watertight bulkheads, etc. (1) Every portion of the ship required by these regulations to be watertight shall be constructed in accordance with such of the requirements of Schedule 4 as apply to it.(2) All tanks forming part of the structure of the ship and used for the storage of oil fuel or other liquids including double bottoms, peak tanks, settling tanks and bunkers shall be of a design and construction adequate for that purpose. 14. Openings in watertight bulkheads, etc. (1) (a) This regulation applies to every Hong Kong passenger ship to which these regulations apply except post 1992 ships. (L.N. 139 of 1994)(b) In every ship of Classes I, II and II(A) the number of openings in watertight bulkheads shall be reduced to the minimum compatible with the design and proper working of the ship and means shall be provided for closing these openings to the satisfaction of the Director. (L.N. 139 of 1994)(2) Every tunnel above the double bottom, if any, in such a ship whether for access from the crew space to the machinery space, for piping or for any other purpose, which passes through such a bulkhead shall be watertight. The means of access to at least one end of such tunnel, if it may be used as a passage at sea, shall be through a trunkway extending watertight to a height sufficient to permit access above the margin line. The means of access to the other end of the tunnel shall be through a watertight door. No tunnel shall extend through the first subdivision bulkhead abaft the collision bulkhead.(3) Within spaces containing the main and auxiliary propelling machinery including boilers serving the needs of propulsion and all permanent bunkers, not more than one doorway, apart from the doorway to shaft tunnels, may be fitted in each main transverse bulkhead. Where two or more shafts are fitted, the tunnels shall be connected by an inter-communicating passage. There shall be only one doorway between the machinery space and the tunnel spaces where one or two shafts are fitted and only two doorways where there are more than two shafts. All such doorways shall be located so as to have their sills as high as practicable. (E.R. 1 of 2023)(4) Doorways, manholes and access openings shall not be fitted in the collision bulkhead below the margin line of any such ship or in any other bulkhead which is required by these regulations to be watertight and which divides a cargo space from another cargo space or from a permanent or reserve bunker: Provided that the Director may permit any such ship to be fitted with doorways in bulkheads dividing two between-deck cargo spaces if he is satisfied that— (a) the doorways are necessary for the proper working of the ship; (b) the number of such doorways in the ship is the minimum compatible with the design and proper working of the ship, and they are fitted at the highest practicable level; and (c) the outboard vertical edges of such doorways are situated at a distance as far as practicable from the ship’s shell plating and in no case less than one-fifth of the breadth of the ship, such distance being measured at right angles to the centre line of the ship at the level of the deepest subdivision load waterline: Provided also that in ships carrying goods vehicles and accompanying personnel doorways may be fitted in bulkheads dividing cargo spaces at any level, subject to compliance with regulation 19(1). (5) Bulkheads outside the spaces containing machinery which are required by these regulations to be watertight shall not be pierced by openings which are capable of being closed only by portable bolted plates.(6) No provision.(7) (a) In every ship—(i) valves and cocks not forming part of a pipe system other than the self closing oil fuel drain valves required by regulation 64(12) shall not be fitted in any bulkhead or other division required by these regulations to be watertight;(ii) if any such bulkhead or other division is pierced by pipes, scuppers, electric cables or other similar fittings, provision shall be made which will ensure that its watertightness is not thereby impaired;(iii) valves which are fitted in piping systems in order to maintain the integrity of the watertight bulkheads in the event of damage, should be screw-down valves capable of being controlled manually at the valve, and from a position above the bulkhead deck;(iv) lead or other heat sensitive materials shall not be used in systems which penetrate watertight subdivision bulkheads or other watertight divisions where deterioration of such systems in the event of fire would impair the watertight integrity of the division unless measures which are acceptable to the Director are taken to prevent the possibility of such deterioration.(b) The collision bulkhead of such a ship shall not be pierced below the margin line by more than one pipe, provided that if the forepeak in such a ship is divided to hold two different kinds of liquids the collision bulkhead may be pierced below the margin line by not more than two pipes if the Director is satisfied that there is no practicable alternative to the fitting of such a second pipe and that having regard to the additional subdivision provided in the forepeak, the safety of the ship is maintained. Any pipe which pierces the collision bulkhead of such a ship shall be fitted with a screw-down valve capable of being operated from above the bulkhead deck, the valve chest being secured to the forward side of the collision bulkhead. 15. Means of closing openings in watertight bulkheads, etc. (1) (a) This regulation applies to every Hong Kong passenger ship to which these regulations apply except post 1992 ships. (L.N. 139 of 1994)(b) In every ship of Classes I, II and II(A) efficient means shall be provided for closing and making watertight all openings in bulkheads and other divisions required by these regulations to be watertight. (L.N. 139 of 1994)(2) Every door fitted to any such opening shall be a sliding watertight door; provided that any door permitted by the Director to be fitted in any bulkhead in accordance with regulation 14(4) may be a hinged or rolling watertight door subject to the requirements of subregulation (5) of this regulation.(3) Sliding watertight doors may have a horizontal or vertical motion and shall be either—(a) hand operated; or(b) power operated, as well as hand operated.(4) Hinged and rolling watertight doors fitted in accordance with subregulation (2) shall be fitted with catches, or similar quick action closing devices, capable of being worked from each side of the bulkhead in which the door is fitted.(5) Any watertight door which is—(a) fitted in any bulkhead, not being a collision bulkhead, which separates two cargo between deck spaces; or(b) fitted, pursuant to regulation 19(1) in a watertight bulkhead at any level shall be capable of being opened and closed from a local position only and every hinged, rolling or sliding watertight door which is fitted in such a position shall be fitted with efficient locking arrangements.(6) Every door required by these regulations to be watertight shall be capable of being secured by means other than bolts and of being closed by means other than by gravity. 15A. Openings in watertight bulkheads in passenger ships (1) This regulation shall only apply to post 1992 ships.(2) In every ship of Classes I, II and II(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.(3) (a) Where pipes, scuppers, electric cables, etc., are carried through watertight subdivision bulkheads, arrangements shall be made to ensure the watertight integrity of the bulkheads.(b) Valves not forming part of a piping system shall not be permitted in watertight subdivision bulkheads.(c) Lead or other heat sensitive materials shall not be used in systems which penetrate watertight subdivision bulkheads, where deterioration of such systems in the event of fire would impair the watertight integrity of the bulkheads.(4) (a) No doors, manholes, or access openings are permitted—(i) in the collision bulkhead below the margin line;(ii) in watertight transverse bulkheads dividing a cargo space from an adjoining cargo space or from a permanent or reserve bunker, except as provided in subregulation (11)(a) and in regulation 19.(b) Except as provided in paragraph (c), the collision bulkhead may be pierced below the margin line by not more than one pipe for dealing with fluid in the forepeak tank, provided that the pipe is fitted with a screw-down valve capable of being operated from above the bulkhead deck, the valve chest being secured inside the forepeak to the collision bulkhead. This valve may be fitted on the after side of the collision bulkhead provided that the valve is readily accessible under all service conditions and the space in which it is located is not a cargo space.(c) If the forepeak is divided to hold two different kinds of liquids the collision bulkhead may be pierced below the margin line by two pipes, each of which is fitted as required by paragraph (b), provided there is no practicable alternative to the fitting of such a second pipe and that, having regard to the additional subdivision provided in the forepeak, the safety of the ship is maintained.(5) (a) Watertight doors fitted in bulkheads between permanent and reserve bunkers shall always be accessible, except as provided in subregulation (10)(d) for between-deck bunker doors.(b) Satisfactory arrangements shall be made by means of screens or otherwise to prevent coal from interfering with the closing of watertight bunkers doors.(6) Subject to subregulation (12), not more than one door, apart from the doors to bunkers and shaft tunnels, may be fitted in each main transverse bulkhead within spaces containing the main and auxiliary propulsion machinery including boilers serving the needs of propulsion and all permanent bunkers. 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.(7) (a) Watertight doors shall be power-operated sliding doors complying with the requirements of subregulation (8) capable of being closed simultaneously from the central operating console at the navigating bridge in not more than 60 seconds with the ship in the upright position.(b) 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 degrees either way taking into account 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 metre above the sill on the centreline of the door.(c) Watertight door controls, including hydraulic piping and electric cables, shall be kept as close as practicable to the bulkhead in which the doors are fitted, in order to minimize the likelihood of them being involved in any damage which the ship may sustain. The positioning of watertight doors and their controls shall be such that if the ship sustains damage within one-fifth of the breadth of the ship, such distance being measured at right angles to the centreline of the ship at the level of the deepest subdivision load line, the operation of the watertight doors clear of the damaged portion of the ship is not impaired.(d) All power-operated sliding watertight doors shall be provided with means of indication which will show at all remote operating positions whether the doors are open or closed. Remote operating positions shall only be at the navigating bridge as required by subregulation (8)(a)(v) and at the location where hand operation above the bulkhead deck is required by subregulation (8)(a)(iv).(8) (a) Each power-operated sliding watertight door—(i) shall have a vertical or horizontal motion;(ii) shall, subject to subregulation (12), be normally limited to a maximum clear opening width of 1.2 metres. If approved by the Director larger doors may be permitted 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—(aa) special consideration shall be given to the strength of the door and its closing appliances in order to prevent leakages;(bb) the door shall be located inboard of the B/5 line;(cc) the door shall be kept closed when the ship is at sea, except for limited periods when absolutely necessary as determined by the Director;(iii) 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 approved by the Director;(iv) 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 Director. 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 seconds with the ship in the upright position;(v) 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 navigating bridge;(vi) 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 seconds but no more than 10 seconds 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 an audible alarm may be required to be supplemented by an intermittent visual signal at the door; and(vii) 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 seconds or more than 40 seconds with the ship in the upright position.(b) 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 46(7)(f) in the event of failure of either the main or emergency source of electrical power.(c) Power-operated sliding watertight doors shall have either—(i) a centralised 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 degrees. 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 navigating bridge; or(ii) 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 degrees. This operating system 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 at the navigating bridge. Loss of stored energy indication at each local operating position shall also be provided; or(iii) 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 46(7)(f) 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 degrees.(d) For the systems specified in paragraph (c)(i), (ii) and (iii), power systems for power-operated watertight sliding doors shall be separate from any other power system and a single failure in the electric or hydraulic power-operated systems excluding the hydraulic actuator shall not prevent the hand operation of any door.(e) Control handles shall be provided at each side of the bulkhead at a minimum height of 1.6 metres 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. The direction of movement of the handles in opening and closing the door shall be in the direction of door movement and shall be clearly indicated.(f) As far as practicable, electrical equipment and components for watertight doors shall be situated above the bulkhead deck and outside hazardous areas and spaces.(g) The enclosures of electrical components necessarily situated below the bulkhead deck shall provide protection against the ingress of water.(h) Electric power, control, indication and alarm circuits shall be protected against fault in such a way that a failure in one door circuit will not cause a failure in any other door circuit. Short circuits or other faults in the alarm or indicator circuits of a door shall not result in a loss of power operation of that door. Arrangements shall be such that leakage of water into the electrical equipment located below the bulkhead deck will not cause the door to open.(i) A single electrical failure in the power operating or control system of a power-operated sliding watertight door shall not result in a closed door opening. Availability of the power supply shall be continuously monitored at a point in the electrical circuit as near as practicable to each of the motors required by paragraph (c). Loss of any such power supply shall activate an audible and visual alarm at the central operating console at the navigating bridge.(9) (a) The central operating console at the navigating bridge shall have a “master mode” switch with two modes of control: a “local control” mode which shall allow any door to be locally opened and locally closed after use without automatic closure, and a “door closed” mode which shall automatically close any door that is open. The “door closed” mode shall permit doors to be opened locally and which shall automatically re-close the doors upon release of the local control mechanism. The “master mode” switch shall normally be in the “local control” mode. The “door closed” mode shall only be used in an emergency or for testing purposes.(b) The central operating console at the navigating bridge shall be provided with a diagram showing the location of each door, with visual indicators to show whether each door is open or closed. A red light shall indicate a door is fully open and a green light shall indicate a door is fully closed. When the door is closed remotely the red light shall indicate the intermediate position by flashing. The indicating circuit shall be independent of the control circuit for each door.(c) It shall not be possible to remotely open any door from the central operating console.(10) (a) All watertight doors shall be kept closed during navigation except that they may be opened during navigation as specified in paragraphs (b), (c) and (d). Watertight doors of width of more than 1.2 metres permitted by subregulation (12) may only be opened in the circumstances detailed in that subregulation. Any door which is opened in accordance with this subregulation shall thereafter be kept in readiness for immediate closure.(b) A watertight door may be opened during navigation to permit the passage of passengers or crew, or when work in the immediate vicinity of the door necessitates it being opened. The door shall be immediately closed when transit through the door is complete or when the task which necessitated it being opened is finished.(c) Some watertight doors may be permitted to remain open during navigation only if considered absolutely necessary, that is, being open is determined essential to the safe and effective operation of the ship’s machinery or to permit passengers normally unrestricted access throughout the passenger area. Such determination shall be made in accordance with Merchant Shipping Notice No. M1283 only after careful consideration of the impact on ship operations and survivability. A watertight door permitted to remain thus open shall be clearly indicated in the ship’s stability information book and shall always thereafter be kept in readiness for immediate closure.(d) Sliding watertight doors fitted between bunkers in the between-decks below the bulkhead deck may be permitted to be open at sea for the purpose of trimming coal. The opening and closing of these doors shall be recorded in the log book.(11) (a) If essential and approved by the Director, watertight doors of satisfactory construction may be fitted in watertight bulkheads dividing cargo between-deck spaces. Such doors may be hinged, rolling or sliding doors but shall not be remotely controlled. They shall be fitted at the highest level and as far from the shell plating as practicable, but in no case shall the outboard vertical edges be situated at a distance from the shell plating which is less than one-fifth of the breadth of the ship, such distance being measured at right angles to the centreline of the ship at the level of the deepest subdivision load line.(b) Such doors 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. Should any of the doors be accessible during the voyage, they shall be fitted with a device which prevents unauthorized opening. When it is proposed to fit such doors, the number and arrangements shall be approved by the Director.(12) Portable plates on bulkheads shall not be permitted except in machinery spaces. Such plates shall always be in place before the ship leaves port, and shall not be removed during navigation except in cases of urgent necessity at the discretion of the master. The times of removal and replacement of any such portable plates shall be recorded in the log book, and the necessary precautions shall be taken in replacing them to ensure that the joins are watertight. The Director may approve the fitting of not more than one power-operated sliding watertight door in each main transverse bulkhead larger than those specified in subregulation (8)(a)(ii) to be substituted for these portable plates, provided these doors are closed before the ship leaves port and remain closed during navigation except in case of urgent necessity at the discretion of the master. These doors need not meet the requirements of subregulation (8)(a)(iv) regarding complete closure by hand-operated gear in 90 seconds. The time of opening and closing these doors, whether the ship is at sea or in port, shall be recorded in the log book.(13) (a) Where trunkways or tunnels for access from crew accommodation to the stokehold, for piping, or for any other purposes are carried through main transverse watertight bulkheads, they shall be watertight. The access to at least one end of each such trunkway or tunnel, if used as a passage at sea, shall be through a trunk extending watertight to a height sufficient to permit access above the margin line. The access to the other end of the trunkway or tunnel may be through a watertight door of the type required by its location in the ship. Such trunkways or tunnels shall not extend through the first subdivision bulkhead abaft the collision bulkhead.(b) Where it is proposed to fit tunnels piercing main transverse watertight bulkheads, these shall require the approval of the Director.(c) Where trunkways in connection with refrigerated cargo and ventilation or forced draught trunks are carried through more than one watertight bulkhead, the means of closure at such openings shall be operated by power and be capable of being closed from a central position situated above the bulkhead deck.(L.N. 139 of 1994) 16. Means of operating sliding watertight doors (1) (a) This regulation applies to every Hong Kong passenger ship to which these regulations apply except post 1992 ships. (L.N. 139 of 1994)(b) In every ship of Classes I, II and II(A) all sliding watertight doors, except sliding watertight doors which are fitted in accordance with regulation 14(4), shall be operated by power and shall be capable of being simultaneously closed from a single position situated on the navigating bridge. (L.N. 139 of 1994)(2) (a) If a sliding watertight door is required by these regulations to be operated by power from a single position on the navigating bridge, the power system shall be so arranged that the door can also be operated by power at the door itself. The arrangement shall be such that the door will close automatically if opened at the door itself after being closed from the single position on the navigating bridge and will be capable of being kept closed at the door itself notwithstanding that an attempt may be made to open it from such single position. Handles for controlling the power system shall be provided at both sides of the bulkhead in which the door is situated and shall be so arranged that any person passing through the doorway is able to hold both handles in the open position simultaneously without being able to set the closing mechanism in operation accidentally.(b) Watertight doors shall be capable of closing as expeditiously as possible, but the rate of closing shall not be so rapid as to be a danger to persons passing through the opening, provided that the maximum period for closure in subregulation (3)(a) shall not be exceeded.(3) (a) In every ship of Classes I, II and II(A) there shall be at least two independent sources of power for opening and closing all sliding watertight doors which are required by these regulations to be operated by power, and each power source shall be sufficient to operate simultaneously all such doors in the ship. The power shall be controlled from a single position on the navigating bridge, and there shall be provided at such position suitable indicators for checking that each of the two sources of power is capable of giving the required service satisfactorily. The watertight doors shall be capable of being closed simultaneously from the navigating bridge in not more than 60 seconds.(b) Where the sources of power are hydraulic, there shall be two pumps each of which shall be capable of closing all watertight doors simultaneously in not more than 60 seconds. In addition, there shall be for the whole installation hydraulic accumulators of sufficient capacity to operate all such doors at least three times, that is to say from the open to the closed position, from the closed to the open position and from the open to the closed position. The fluid used shall be one which does not freeze at any temperature liable to be encountered by the ship during her service.(4) Watertight door controls, including hydraulic piping and electric cables, shall be kept as close as practicable to the bulkhead in which the doors are fitted, in order to minimise the likelihood of them being involved in any damage which the ship may sustain. The positioning of watertight doors and their controls shall be such that if the ship sustains damage to the extent described in paragraph 1(3)(b) of Schedule 3, the operation of the watertight doors clear of the damaged portion of the ship is not impaired.(5) Every sliding watertight door which is operated by power shall be provided with efficient hand-operating gear having an all-round crank motion, or some other movement providing the same guarantee of safety, capable of being operated on each side of the door itself and at an accessible position above the bulkhead deck.(6) (a) The time necessary for the complete closure of any door by means of hand-operating gear with the vessel upright shall not exceed 90 seconds.(b) The hand-operating gear shall be of such a design that the doors can be closed and opened from each side of the door and can be closed from the operating position above the bulkhead deck required by subregulation (5).(7) The hand-operating gear for operating the sliding watertight doors in the machinery space from above the bulkhead deck shall be placed outside the machinery space.(8) The means of operation of any watertight door, whether power operated or not, shall be capable of closing the door when the ship is listed to 15 degrees either way. 17. Watertight doors: signals and communications (1) (a) This regulation applies to every Hong Kong passenger ship to which these regulations apply except post 1992 ships. (L.N. 139 of 1994)(b) Every sliding watertight door fitted in a ship of Class I, II or II(A) shall be connected with an indicator at each position from which the door may be closed, other than at the door itself, showing when the door is open and when it is closed. (L.N. 139 of 1994)(2) There shall be provided in connection with every such door which is operated by power a means of giving an audible warning signal at the door itself when the door is about to be closed. The arrangement shall be such that one movement of the operating handle at the position from which the door is about to be closed will be sufficient to actuate the signal and to close the door, the signal preceding the movement of the door by an interval of about 10 seconds in order to allow the movement of persons and articles away from the door. The signal shall continue to operate until the door is completely closed. The audible warning signal shall be supplemented with an intermittent visual warning signal in any space where the noise level exceeds 85dB(A). 18. Construction and testing of watertight doors (1) Every door required by these regulations to be watertight shall be of such design, material and construction as will maintain the integrity of the watertight bulkhead in which it is fitted. Any such door shall, together with its frame, be made of cast or mild steel.(2) (a) Every sliding watertight door shall be fitted with rubbing faces of brass or similar material which may be fitted either on the door itself or on the door frame, and which, if they are less than 25 millimetres in width, shall be fitted in recesses. (L.N. 139 of 1994)(b) In case of post 1992 ships other methods of sealing sliding watertight doors shall be approved by the Director. (L.N. 139 of 1994)(3) If screw gear is used for operating such a door, the screw and nut shall be of suitable metals which are resistant to corrosion.(4) The frame of every vertically sliding watertight door shall have no groove at the bottom thereof in which dirt may lodge. The bottom of such a frame, if it is of skeleton form, shall be so arranged that dirt cannot lodge therein. The bottom edge of every such door shall be tapered or bevelled.(5) Every vertically sliding watertight door which is operated by power shall be so designed and fitted that, if the power supply ceases, there shall be no danger of the door dropping.(6) Every horizontally sliding watertight door shall be so installed as to prevent its moving if the ship rolls, and if necessary a clip or other suitable device shall be provided for that purpose. The device shall not interfere with the closing of the door when the door is required to be closed.(7) The frame of every watertight door shall be properly fitted to the bulkhead in which the door is situated, and the jointing material between the frame and the bulkhead shall be of a type which will not deteriorate or be injured by heat.(8) Every watertight door shall be tested by water pressure to a head of water measured from the bottom of the door up to the bulkhead deck or the freeboard deck whichever is higher in way of the bulkhead to which the door is to be fitted, but in no case should the test head be less than 6 metres for sliding doors or less than 3 metres for hinged or rolling doors. 18A. Construction of watertight ventilators and watertight trunks (1) The watertight ventilators and watertight trunks of a passenger ship must be watertight at least up to the bulkhead deck of the ship.(2) If a ventilation trunk that passes through a structure penetrates the bulkhead deck of the ship, the trunk must be capable of withstanding the water pressure that may be present within the trunk after having taken into account the maximum angle of heel after flooding but before equalization specified in regulation 11B(4)(a).(3) If all or part of the penetration is on the main ro/ro deck of the ship, the trunk must be capable of withstanding impact pressure due to internal water motions of water trapped on the ro/ro deck.(4) Watertight deck, ventilator and trunk of a passenger ship must be subject to a hose or flooding test after completion of its construction.(L.N. 256 of 2018) 19. Ships carrying goods vehicles and accompanying personnel (1) (a) In every ship designed or adapted for the carriage of goods vehicles and accompanying personnel, hinged, rolling or sliding watertight doors may be fitted at any level in watertight bulkheads dividing cargo spaces intended for such vehicles, if the total number of passengers, including the personnel accompanying the goods vehicles, which the ship is intended to carry does not exceed 12 + A 25 ;where—A = the total deck area in square metres available in any spaces for the stowage of goods vehicles which has a clear height of not less than 4 metres and has a clear height at the entrance or access of not less than 4 metres; provided that in calculating A any part of any space which does not have a clear height of 4 metres and any part of space, of whatever height, which does not have a clear height at the entrance or access of 4 metres shall be excluded from the calculation.(b) Every watertight door fitted in accordance with this regulation shall comply with the requirements of regulation 15(5) and every such door shall be connected with an indicator on the navigating bridge showing when the door is closed and all the door fastenings are secured.(2) In applying paragraph 1(2)(a) of Schedule 3 for the worst operating condition, the permeability for cargo spaces used for the stowage of goods vehicles and containers shall be derived by calculation in which the goods vehicles or containers shall be assumed to be non-watertight and their permeability taken as 65. For ships which are dedicated to a particular trade or trades the actual value of permeability for goods vehicles and containers may be applied, if the Director so permits. In no case shall the permeability of the cargo spaces in which the goods vehicles and containers are carried be taken as less than 60. 20. Openings in the shell plating below the margin line (1A) In this regulation— margin line (限界線)— (a) for a passenger ship constructed on or after 1 September 1984 and before 1 July 1998—has the meaning given by regulation 1(2); or (b) for a passenger ship constructed on or after 1 July 1998—means a line drawn at the same level of the bulkhead deck at the side of the ship. (L.N. 256 of 2018) (1) The number of sidescuttles, scuppers, sanitary discharges and other openings in the shell below the margin line shall be the minimum which, in the opinion of the Director, is compatible with the design and proper working of the ship.(2) The arrangements for closing every such opening below the margin line shall be consistent with its intended purpose and shall be such as will ensure watertightness.Sidescuttles(3) (a) Sidescuttles below the margin line shall be of a non-openings type and be constructed to British Standards specification (BS MA 24: October 1974), or an equivalent standard acceptable to the Director.(b) In every ship of Classes I, II and II(A) which is marked with a summer load line no sidescuttle shall be fitted in a between-decks such that its sill will be below a line drawn parallel to the freeboard deck at its side which has its lowest point either—(i) at a distance equal to 2.5% of the breadth of the ship measured vertically above the summer load waterline; or(ii) 500 millimetres above the summer load waterline;whichever is the greater.In every ship of Class IIA which is not marked with a summer load line no sidescuttle shall be fitted in a between-decks such that its sill will be below a line drawn parallel to the bulkhead deck at its side which has its lowest point at a distance equal to 2.5% of the breadth of the ship measured vertically above the deepest subdivision load waterline.(c) No provision.(d) Each sidescuttle below the margin line shall be fitted with an efficiently hinged deadlight permanently attached so that it can be readily and effectively closed and secured watertight.(e) Sidescuttles shall not be fitted below the margin line to any space appropriated solely for the carriage of cargo. If sidescuttles are fitted below the margin line to spaces appropriated to carry either cargo or passengers, their deadlights shall be fitted with approved locking arrangements.Inlets and discharges(4) (a) Each inlet and discharge led through the shell below the margin line shall be fitted with efficient and readily accessible means for preventing the accidental admission of water into the ship. Lead or other heat-sensitive materials shall not be used for pipes fitted outboard of shell valves in inlets or discharges or in any other place where the deterioration of such pipes in the event of fire would give rise to the danger of flooding.(b) Each discharge led through the shell from any space below the margin line, not being a discharge in connection with machinery, shall be provided with—(i) one automatic non-return valve fitted at the shell of the ship and having positive means of closure from a position or positions above the bulkhead deck or, in a ship which is marked with a summer load line, from a position or positions above the bulkhead deck or the freeboard deck, whichever is the higher. Such positions shall be readily accessible at all times under service conditions. The means of closure shall be provided with an indicator showing whether the valve is open or closed; or(ii) two automatic non-return valves having no positive means of closure where the vertical distance from the inboard end of the discharge pipe in which those valves are fitted to the summer load waterline exceeds .01L, where L is the length of the ship within the meaning of paragraph (a) of the definition of length and the symbol (L) in regulation 1A(1) of the Merchant Shipping (Safety) (Load Line) Regulations (Cap. 369 sub. leg. AD) in any ship which is not marked with a summer load waterline the vertical distance shall be measured to the ship’s deepest subdivision load waterline; one such valve shall be situated as close to the ship’s shell as practicable and substantially connected thereto and the inboard valve shall where practicable be fitted above the deepest load waterline; where that is not practicable a locally controlled sluice valve interposed between the two automatic non-return valves shall be fitted; the inboard valve shall in every case be in such a position that it will at all times under service conditions be readily accessible for examination. (L.N. 51 of 2018)(c) In every ship which is marked with a summer load line every discharge led through the shell below the margin line from any space above the margin line, other than an enclosed cargo space situated on the bulkhead deck, being a space below the freeboard deck or from within any enclosed superstructure or from within any deckhouse on the freeboard deck which is fitted with doors, not being a discharge in connection with machinery, shall be fitted with either—(i) one automatic non-return valve fitted in compliance with the requirements of paragraph (b)(i); or(ii) two automatic non-return valves fitted in compliance with the requirements of paragraph (b)(ii); or (L.N. 440 of 1993)(iii) one automatic non-return valve having no positive means of closure in any ship where the vertical distance from the summer load waterline to the inboard end of the discharge pipe exceeds .02L, where L is the length of the ship within the meaning of paragraph (a) of the definition of length and the symbol (L) in regulation 1A(1) of the Merchant Shipping (Safety) (Load Line) Regulations (Cap. 369 sub. leg. AD). Such valve shall be situated as close to the ship’s shell as practicable and substantially connected thereto. (L.N. 51 of 2018)(d) (i) Subparagraph (ii) applies to every Hong Kong passenger ship to which these regulations apply except post 1992 ships. (L.N. 139 of 1994)(ii) In every ship which is marked with a summer load line efficient drainage from any enclosed cargo space on the bulkhead deck shall be provided. Every discharge shall be in compliance with the requirements of paragraph (b)(i), (ii) or (c)(iii) provided that where the freeboard to the bulkhead deck is such that the deck edge is immersed when the ship heels 5 degrees either way, other arrangements shall be provided to drain such spaces which shall be to the satisfaction of the Director, provided that the Director may permit the means of drainage to be dispensed with in any particular compartments of any ship if he is satisfied that by reason of the size or internal subdivision of those spaces, the safety of the ship is not thereby impaired. (L.N. 139 of 1994)(da) In the case of post 1992 ships—(i) provision shall be made for the drainage of enclosed cargo spaces on the bulkhead deck; however the means of discharge may be dispensed with in any particular compartment of any ship if by reason of size or internal subdivision of those spaces the safety of the ship is not thereby impaired;(ii) where the freeboard to the bulkhead deck is such that the deck edge is immersed when the ship heels more than 5 degrees, the drainage shall be by means of a sufficient number of scuppers of suitable size discharging directly overboard.

Every discharge shall be in compliance with the requirements of paragraph (b)(i) or (ii) or (c)(iii);(iii) where the freeboard is such that the edge of the bulkhead deck is immersed when the ship heels 5 degrees or less, the drainage of the enclosed cargo spaces on the bulkhead deck shall be led to a suitable space, or spaces, of adequate capacity, having a high water level alarm and provided with suitable arrangements for discharge overboard. In addition, it shall be ensured that—(aa) the number, size and disposition of the scuppers are such as to prevent unreasonable accumulation of free water;(bb) the pumping arrangements required shall take account of the requirements for any fixed pressure water-spraying fire-extinguishing system;(cc) water contaminated with petrol or other dangerous substances is not drained to machinery spaces or other spaces where sources of ignition may be present; and(dd) where the enclosed cargo space is protected by a carbon dioxide fire-extinguishing system the deck scuppers are fitted with means to prevent the escape of the smothering gas. (L.N. 139 of 1994)(db) A ro/ro passenger ship must comply with the requirements on discharge valves for scuppers specified in regulation 37.2.1.2 of specified Chapter II-2. (L.N. 256 of 2018)(e) In every ship which is marked with a summer load line every scupper and discharge originating at any level above those described in paragraphs (c) and (d) and penetrating the shell of the ship either—(i) more than 450 millimetres below the freeboard deck; or(ii) less than 600 millimetres above the summer load waterline shall be equipped with an automatic non-return valve situated as close to the ship’s shell as practicable and substantially connected thereto:provided that this paragraph shall not apply—(aa) where the scupper or discharge pipe is fitted with means for preventing water from passing inboard in accordance with the provisions of paragraph (b)(i) and (ii); or(bb) in any case in which the piping of the scupper, or discharge pipe is of adequately increased thickness.(f) All cocks and valves attached to inlets or discharges, other than inlets or discharges connected with machinery, the failure of which may give rise to the danger of flooding, shall be made of steel, bronze or other equivalent material.(g) Inlets and discharges connected with main or auxiliary machinery shall be fitted with cocks or valves between the pipes and the shell of the ship or between the pipes and a box attached to the shell. The controls to such cocks and valves or of any bilge injection system shall be readily accessible at all times under service conditions and fitted with indicators to show whether the cock or valve is open or closed. All such cocks or valves attached to such inlets or discharges and all fittings outboard thereof shall be made of steel, bronze or other equivalent material. If made of steel, such cocks and valves shall be protected against corrosion.(h) Discharge pipes led through the shell below the margin line of any ship of Classes I, II and II(A) shall not be fitted in a direct line between the outboard opening and the connection with a deck, water closet or other similar fitting, but shall be arranged with bends or elbows of substantial metal other than cast iron or lead.(i) All discharge pipes led through the shell below the margin line and the valves relating thereto shall be protected from damage.(j) Efficient means shall be provided for the drainage of all watertight decks below the margin line and any drainage pipes shall be so fitted with valves or otherwise arranged as to avoid the danger of water passing from a damaged to an undamaged compartment.(k) The inboard opening of every rubbish-shoot and other similar shoot shall be fitted with an efficient watertight cover, and, if such opening is below the margin line, it shall also be fitted with an automatic non-return valve in the shoot in a readily accessible position above the ship’s deepest subdivision load waterline. The valve shall be of the horizontal balanced type, and shall normally be kept closed and provided with local means for securing it in a closed position.(l) (i) Each gangway port and cargo port fitted in the shell below the margin line shall be provided with a door or doors so fitted and designed as to ensure watertightness and structural integrity commensurate with the surrounding shell.(ii) In every ship which is marked with a summer load line no such gangway port or cargo port below the freeboard deck shall, unless the Director otherwise permits, be so situated that the lower edge of the port or opening will be below a line drawn parallel to the freeboard deck at side and having as its lowest point the waterline corresponding with the upper edge of the uppermost load line. In any ship which is not marked with a summer load line the lower edge of the port or opening shall in no case be below the deepest subdivision load waterline.(5) No provision. 21. Side and other openings above the margin line (1) Sidescuttles, windows, gangway ports, cargo ports, bunkering ports and other openings in the shell above the margin line and their means of closing shall be of efficient design and construction and of sufficient strength having regard to the spaces in which they are fitted and to their positions relative to the deepest subdivision load waterline and to the intended service of the ship. All sidescuttles and windows shall be to British Standards specification Numbers BS MA 24: October 1974, BS MA 25: October 1973 as amended by AMD 2060 Amendment Slip No. 1, published 30 July 1976 to BS MA 25 1973, or an equivalent standard acceptable to the Director.(2) Efficiently hinged deadlights, which can be easily closed and secured watertight shall be provided for all sidescuttles to spaces below the first deck above the bulkhead deck and in a ship which is marked with a summer load line, to all sidescuttles in an enclosed superstructure.(3) In every ship which is marked with a summer load line, each discharge led through the shell above the margin line from a space below the freeboard deck or from within any enclosed superstructure or from within any deckhouse on the freeboard deck which is fitted with weathertight doors, shall be fitted in compliance with the requirements of regulation 20(4)(b)(i), (ii) or (c)(iii) with efficient means for preventing water from passing inboard.(4) A passenger ship constructed on or after 1 July 1997 must comply with the applicable requirements on the watertight integrity above the margin line specified in regulation 20 of specified Chapter II-1. (L.N. 256 of 2018) 22. Marking of doors, valves and mechanisms All doors, valves and mechanisms connected with the damage control and watertight integrity of the ship shall be suitably marked to ensure that they may be properly used to provide maximum safety. 23. Weather deck The bulkhead deck or a deck above the bulkhead deck shall be weathertight. All openings in an exposed weathertight deck shall have coamings of adequate height and strength and shall be provided with efficient and rapid means of closing so as to make them weathertight. Freeing ports, open rails and scuppers shall be fitted as necessary for rapidly clearing the weather deck of water under all weather conditions. 24. Partial subdivision above the margin line All reasonable and practicable measures shall be taken to limit where necessary the entry and spread of water above the bulkhead deck, such measures may include partial bulkheads or webs. Where such partial watertight bulkheads and webs are fitted on the bulkhead deck, above or in the immediate vicinity of main subdivision bulkheads, they shall have watertight shell and bulkhead deck connections so as to restrict the flow of water along the deck when the ship is heeled in a damaged condition. Where such partial watertight bulkheads do not coincide with the bulkheads below, the bulkhead deck between shall be made effectively watertight. 25. Subdivision load lines (1) Every ship shall be marked on its side amidships with the subdivision load lines assigned to it by the Director. The marks shall consist of horizontal lines 25 millimetres in breadth and 230 millimetres in length for any ship to which Part IV of the Ordinance applies and 300 millimetres in length for any other ship. The marks shall be painted in white or yellow if the background is dark or in black if the background is light and, if the sides of the ship are of metal, they shall be cut in, centre punched or indicated by welded beads; if the sides of the ship are of wood, the marks shall be cut into the planking to a depth of not less than 3 millimetres; if the sides are of other materials to which the foregoing methods of marking cannot effectively be applied, the marks shall be permanently affixed to the sides of the ship by bonding or some other effective method.(2) The subdivision load lines shall be identified with the letter C, and, in ships of Classes I and II, with consecutive numbers beginning from the deepest subdivision load line which shall be marked C.1 in ships of Class II(A)— (E.R. 1 of 2023)(a) if there is only one subdivision load line, it shall be identified with the letter C;(b) if there is more than one subdivision load line, the subdivision load lines shall be identified with the letter C and with consecutive letters beginning from the deepest subdivision load line, which shall be marked CA.The identifying letters and numerals shall in every case be painted and cut in or centre punched or indicated by welded beads or otherwise marked as appropriate, on the sides of the ship in the same manner as the lines to which they relate.(3) Ships which are assigned freeboards and are required to be marked with load lines under the Merchant Shipping (Safety) (Load Line) Regulations (Cap. 369 sub. leg. AD) shall be marked as follows— (E.R. 1 of 2023)(a) where the lowest of the ordinary load lines is higher on the ship’s side than the deepest subdivision load line, the latter shall form part of the same marking, the vertical line of the grid being extended downwards as necessary to reach the lowest subdivision load line. The subdivision load line or lines shall appear on the after side of the vertical line;(b) where the deepest subdivision load line coincides or nearly coincides with the fresh water line, the subdivision marking C.1 or C may be indicated on the forward side of the grid;(c) where an “all seasons” freeboard is assigned and the deepest subdivision load line coincides with the horizontal line intersecting the load line mark, a vertical line shall be marked extending downwards from the fresh water load line to reach the subdivision load line marked C.1 or C on the after side of the vertical line. 26. Exhibition of damage control plans There shall be permanently exhibited, for the information of the officer in charge of the ship, plans showing clearly for each level the boundaries of the watertight compartments, the openings therein, the means of closing such openings and the position of the controls and the arrangements for the correction of any list due to flooding. In addition, booklets containing such information shall be made available by the owner for the use of the officers of the ship. Part IIB No Provision 27. No provision 28. No provision 29. No provision Part III Bilge Pumping Arrangements 30. Application of Part III This Part applies to every ship to which these regulations apply provided that a ship which complies with the requirements of IMO Resolution A.265(VIII) specified in the proviso to regulation 5 of these regulations need not comply with regulation 32(1) of these regulations if it complies with regulation 19(b)(i) and (ii) of that Resolution. 31. General (1) Every ship to which these regulations apply shall be provided with an efficient pumping plant capable of pumping from and draining any watertight compartment in the ship, other than a space permanently appropriated for the carriage of fresh water, water ballast or oil and for which other efficient means of pumping or drainage is provided, under all conditions likely to arise in practice after a casualty, whether or not the ship remains upright. Wing suctions shall be provided if necessary for that purpose. Efficient arrangements shall be provided whereby water in any watertight compartment may find its way to the suction pipes. Efficient means shall be provided for draining water from all insulated holds and insulated between decks in such a ship; provided that the Director may allow the provision for drainage to be omitted in a particular compartment if he is satisfied—(a) that having regard to the calculations made in accordance with the conditions set out in Schedule 3, the safety of the ship will not thereby be impaired; and(b) that the provision of drainage would otherwise be undesirable.(2) Sanitary, ballast and general service pumps having a capacity in accordance with regulation 35(3) may be accepted as independent power pumps if fitted with necessary connections to the bilge pump systems. 32. Number and type of bilge pumps: ships of Classes I and II (1) Every ship of Classes I and II shall be provided with power pumps connected to the bilge main in accordance with the following table— Number of Pumps Criterion Numeral(Less than 30) Criterion Numeral(30 and over) Main engine pump (which may be replaced by one independent power pump) 1 1 Independent power pumps 2 3 (2) Such pumps shall be arranged as follows—(a) one of the pumps shall be an efficient emergency pump of a submersible type having its source of power and the necessary controls situated above the ship’s bulkhead deck. Such pump and its source of power shall not be installed forward of the collision bulkhead or nearer to the side of the ship than one-fifth of the breadth of the ship measured at right angles to the centre line of the ship at the level of the deepest subdivision load waterline; or(b) the power pumps in the ship and their sources of power shall be so disposed throughout the ship’s length that under any condition of flooding which the ship is required to withstand at least one such pump in an undamaged watertight compartment will be available. 33. Number and type of bilge pumps: ships of Class II(A) (1) Every ship of Class II(A) shall be provided with bilge pumps in accordance with the following table— Length ofShip in metres Number of Pumps Main Engine Pump* Independent PowerPumps Hand Pumps† Under 15 1 — One of the lever type for each watertight compartment or one of the crank type 15 and under 30.5 1 1 One of the lever type for each watertight compartment or one of the crank type 30.5 and under 76 1 1 One of the crank type 76 and over 1 2 — * The main engine pump may be replaced by one independent power pump. † The hand pumps specified in this column may be replaced by one independent power pump. (E.R. 1 of 2023) (2) In every such ship of 76 metres in length or over and in every such ship of under 76 metres in length in which a hand pump is replaced by an independent power pump, regulation 32(2) shall apply to such a ship as it applies to ships of Classes I and II. 34. No provision 35. Requirements for bilge pumps and bilge suctions (1) Power bilge pumps fitted in any ship to which these regulations apply, shall where practicable be placed in separate watertight compartments so arranged or situated as not to be readily flooded by the same damage, and if the machinery essential for propulsion is in two or more watertight compartments the bilge pumps there available shall be distributed through such compartments as far as possible.(2) Every bilge pump provided in compliance with these regulations shall be self-priming unless efficient means of priming are provided. Every such pump, other than a hand pump of the lever type and a pump provided for peak compartments only, shall, whether operated by hand or by power, be so arranged as to be capable of drawing water from any space required by regulation 31 to be drained.(3) Every independent power bilge pump shall be capable of giving a speed of water of not less than 2 metres per second through the ship’s main bilge pipe when its diameter is that determined by regulation 37(1). Every such independent power bilge pump shall have a direct suction from the space in which it is situated, provided that not more than two direct suctions shall be required in any one space. Every such suction shall be of a diameter not less than that of the ship’s main bilge pipe. The direct suctions in the ship’s machinery space shall be so arranged that water may be pumped from each side of the space through direct suctions to independent power bilge pumps.(4) One of the sea water pumps circulating each main engine shall be fitted with direct suction connections, which shall be provided with non-return valves, to the lowest drainage level in the ship’s machinery space, or as near thereto as will satisfy the Director. Such connections in steamships shall be of a diameter at least two-thirds of that of the main circulating pump inlet, and in motor ships of the same diameter as the main seawater circulating pump inlet. Where in the opinion of the Director any main circulating pump is not suitable for this purpose, a direct emergency bilge suction shall be led from the largest available independent power driven pump to the drainage level of the machinery space; the suction shall be of the same diameter as the main inlet of the pump used. The capacity of the pump so connected shall exceed that of a required bilge pump by an amount satisfactory to the Director. The open end of such suctions or the strainer, if any, attached thereto shall be accessible for clearing. The spindles of the ship’s main sea inlet and of the direct suction valves shall extend well above the engine room platform.(5) The hand bilge pumps shall be workable from above the ship’s bulkhead deck, if any, and shall be so arranged that the bucket and tail valve can be withdrawn for examination and overhaul under flooding conditions. 36. Arrangement of bilge pipes (1) In every ship all bilge suction pipes up to the connection to the pumps shall be independent of other piping.(2) All bilge pipes used in or under fuel storage tanks or in boiler or machinery spaces, including spaces in which oil-settling tanks or oil fuel pumping units are situated, shall be of steel or other suitable material.(3) Bilge suction pipes shall not be led through oil tanks unless the pipes are enclosed in an oiltight trunkway. Such pipes shall not be led through double bottom tanks. Where bilge suction pipes pass through deep ballast water tanks, such pipes should be of heavy gauge and the number of pipe joints kept to a minimum. The pipes shall be led above the line of the double bottom.(4) Such pipes shall be made with flanged joints and shall be thoroughly secured in position and protected where necessary against the risk of damage. Efficient expansion joints or bends shall be provided in each line of pipe, and where a connection is made at a bulkhead or elsewhere with a lead bend the radius of each bend and the distance between the axes of the straight parts of the pipes shall be not less than three times the diameter of the pipe and the length of any bend shall be not less than eight times that diameter.(5) The bilge pumping arrangements for cargo spaces containing flammable or toxic liquids shall be designed so that inadvertent pumping of such liquids through the main bilge system or any other system connected to a pump located in a machinery space can be prevented. Additional means of draining such cargo spaces shall be provided if the Director considers their provision necessary taking into consideration the quantity and characteristics of the liquids and their location. 37. Diameter of bilge suction pipes (1) Subject to the provisions of subregulations (2) and (3), in every ship of Classes I to IIA inclusive, the internal diameter of main and branch bilge suction pipes shall be determined to the nearest standard size calculated according to the following formulae— (L.N. 139 of 1994) d m ＝ 25+[1.68 L(B+D) ] d b ＝ 25+[2.15 I(B+D) ] where d m ＝ internal diameter of the main bilge suction pipes in millimetres. db ＝ internal diameter of the branch bilge suction pipes in millimetres. L ＝ length of ship in metres as defined in regulation 1. B ＝ breadth of ship in metres as defined in regulation 1. D ＝ moulded depth of ship amidships at bulkhead deck in metres. I ＝ length of compartment in metres. For post 1992 ships the definition of D shall be as follows— D = moulded depth of ship amidships at the bulkhead deck in metres; provided that, in a ship having an enclosed cargo space on the bulkhead deck which is internally drained in accordance with the requirements of regulation 20(4)(da)(iii) and which extends for the full length of the ship, D shall be measured to the next deck above the bulkhead deck. Where the enclosed cargo spaces cover on lesser length, D shall be taken as the moulded depth to the bulkhead deck plus 1h/L, where 1 and h are the aggregate length and height respectively of the enclosed cargo space in metres. (L.N. 139 of 1994) (2) No main bilge suction pipe in any ship of Classes I to IIA inclusive, shall be less than 63 millimetres in bore, and no branch suction pipe shall be less than 50 millimetres or need be more than 100 millimetres in bore.(3) No provision. 38. Precautions against flooding through bilge pipes (1) In every ship to which Part IIA applies the bilge and ballast pumping systems shall be so arranged as to prevent water passing from the sea or from water ballast spaces into the ship’s cargo spaces or into any part of the machinery space of from one watertight compartment in the ship to another. The bilge connection to any pump which effects suction from the sea or from water ballast spaces shall be made by means of either a non-return valve or a cock which cannot be opened at the same time to the bilges and to the sea or to the bilges and the water ballast spaces. Valves in bilge distribution boxes shall be of a non-return type. An arrangement of lock-up valves or of blank flanges shall be provided to prevent any deep tank in such a ship being inadvertently run up from the sea when it contains cargo or pumped out through a bilge pipe when it contains water ballast, and instructions for the working of such arrangement shall be conspicuously displayed nearby.(2) Provision shall be made to prevent the flooding of any watertight compartment served by a bilge suction pipe in the event of the pipe being severed or otherwise damaged in any other watertight compartment through collision or grounding. Where any part of such a pipe is situated nearer to the side of the ship than one-fifth of the breadth of the ship such distance being measured at right angles to the centre line of the ship at the level of the deepest subdivision load waterline, or in any duct keel, a non-return valve shall be fitted to the pipe in the watertight compartment containing the open end of the pipe.(3) In every ship of Classes I to IIA inclusive, the bilge main shall not be situated nearer to the ship’s side than one-fifth of the breadth of the ship such distance being measured at right angles to the centre line of the ship at the level of the deepest subdivision load waterline, and where any bilge pump or its pipe connecting it to the bilge main is not so situated the arrangements shall be such that damage to the ship’s side penetrating to the extent of one-fifth of the ship’s breadth measured as described in this subregulation shall not put the other bilge pumping arrangements out of action. 39. Bilge valves, cocks, etc. (1) In every ship to which Part IIA applies all distribution boxes, valves and cocks fitted in connection with the bilge pumping arrangements shall be in positions which are accessible at all times in ordinary circumstances and shall be so arranged that in the event of flooding, one of the bilge pumps may operate on any watertight compartment in the ship. If in any such ship there is only one system of pipes common to all such pumps, the necessary valves or cocks for controlling the bilge suctions shall be capable of being operated from above the ship’s bulkhead deck. If an emergency bilge pumping system is provided in addition to the main bilge pumping system it shall be independent of the main system and shall be so arranged that a pump is capable of being operated on any watertight compartment under flooding conditions; in that case the cocks and valves necessary for the operation of the emergency system shall be capable of being operated from above the bulkhead deck. Provided that in any ship of Class II(A) of under 30.5 metres in length provided with a hand pump of the lever type for each watertight compartment in accordance with the provisions of regulation 33(1), the valves and cocks on the bilge main for controlling the bilge suctions shall not be required to be capable of being operated from above the ship’s bulkhead deck if they are in the same compartment as a power pump.(2) Any remote operating system for bilge suction valves or cocks shall be led as directly as possible. Every such operating system passing through a cargo space shall be protected against damage in such a space.(3) Every valve or cock which is required by this regulation to be operated from above the bulkhead deck shall have its control at its place of operation clearly marked to show the purpose it serves and how it may be opened and closed and shall be provided with a means to indicate when it is open and when it is closed. 40. Bilge mud boxes and strum boxes Bilge suctions in the machinery space of every ship shall be led from readily accessible mud boxes placed wherever practicable above the level of the working floor of such space. The boxes shall have straight tailpipes to the bilges and covers secured in such a manner as will permit them to be readily opened and closed. The suction ends in hold spaces and tunnel wells shall be enclosed in strum boxes having perforations approximately 10 millimetres in diameter, and the combined area of such perforations shall be not less than twice that of the end of the suction pipe. Strum boxes shall be so constructed that they can be cleared without breaking any joint of the suction pipe. 41. Sounding pipes In every ship to which Part IIA applies all tanks forming part of the structure of the ship and all watertight compartments, not being part of the machinery space, shall be provided with efficient sounding arrangements which shall be protected where necessary against damage. Where such arrangements consist of sounding pipes, a thick steel doubling plate shall be securely fixed below each sounding pipe for the sounding rod to strike upon. All such sounding pipes shall extend to positions above the ship’s bulkhead deck which shall at all times be readily accessible. Sounding pipes for bilges, cofferdams and double bottom tanks, being bilges, cofferdams and tanks situated in the machinery space, shall so extend unless the upper ends of the pipes are accessible in ordinary circumstances and are furnished with cocks having parallel plugs with permanently secured handles so loaded that on being released they automatically close the cocks. Soundings pipes for the bilges of insulated holds shall be insulated and not less than 63 millimetres in diameter. Part IV Electrical Equipment and Installations 42. Application of Part IV This Part applies to every ship to which these regulations apply except that— (L.N. 256 of 2018)(a) regulation 48(1)(e) only applies to a ship constructed on or after 1 February 1995; and(b) regulation 53A only applies to a ship constructed on or after 1 July 1998.(L.N. 134 of 1992; L.N. 256 of 2018) 43. General (1) The electrical equipment and installations in every ship shall be such that—(a) all electrical auxiliary services necessary for maintaining the ship in normal operational and habitable condition will be ensured without recourse to the emergency source of electrical power; and(b) the electrical services essential for safety will be ensured under emergency conditions.(2) The electrical equipment and installations, including any electrical means of propulsion, shall be such that the ship and all persons on board are protected against electrical hazards. The electrical equipment and installations shall comply with the requirements specified in Merchant Shipping Notice No. M 1132. 44. Main source of electrical power and main switchboards: ships of Classes I to IIA inclusive (1) In every ship of Classes I to IIA inclusive a main source of electrical power shall be provided of sufficient capacity to supply all the services referred to in regulation 43(1)(a) and (b). The main source of electrical power shall be arranged so that such services can be maintained regardless of the speed and direction of rotation of the propulsion machinery or shafting. The main source of electrical power shall consist of at least two generating sets. Arrangements shall be made which will safeguard the main generating sets and main switchboards from being rendered inoperative in the event of the partial flooding of the machinery space through leakage from a damaged compartment or otherwise.(2) The arrangement of the generating sets required by subregulation (1) shall be such that with any one of the sets out of service—(a) normal operational conditions of propulsion and safety of the ship and minimum comfortable conditions of habitability including those for cooking, heating, domestic refrigeration, mechanical ventilation, sanitary and fresh water can be maintained; and(b) from a dead ship condition, the remaining sets are capable of providing the electrical services necessary to start the main propulsion plant. The emergency source of electrical power may be used for this purpose if it is capable of simultaneously supplying the emergency supplies required by these regulations or it is capable of supplying such services when combined with any other source of electrical power.(3) (a) Load shedding or other equivalent arrangements shall be provided to protect the generators required by subregulation (1) against sustained overload.(b) Where two or more generating sets may be in operation at the same time for maintaining the auxiliary services essential for the propulsion or safety of the ship, provision shall be made for the sets to operate in parallel.(4) Any transforming equipment supplying an electrical system referred to in this regulation shall be arranged to ensure the same continuity of supply as that required for generating sets by this regulation.(5) In any ship with only one main generating station the main switchboard shall be located in the same space as the main generating sets. Where there is more than one main generating station and only one main switchboard, that switchboard shall be located in the same space as one of the main generating stations. Where other essential features of the ship render the application of this requirement impracticable the Director may permit the provision of equivalent arrangements. For the purpose of this subregulation an environmental enclosure for the main switchboard, such as a machinery control room fitted within the main boundary of the space, does not provide separation between the generating sets and switchboards.(6) The main busbars shall be subdivided in every ship which has a total installed electrical power of the main generating sets in excess of 3 megawatts. Each section of the busbars shall be interconnected by removable links or other suitable means such that the main generating sets and any supplies to duplicated services which are directly connected to the busbars are, so far as is practicable, equally divided between the sections. The Director may permit other arrangements which provide equivalent system redundancy. 45. Lighting Systems In every ship—(1) The main source of electrical power shall be capable of illuminating any part of the ship normally accessible to and used by the passengers or the crew.(2) Emergency electric lighting provided in accordance with these regulations shall be arranged so that a fire or other casualty in spaces containing the emergency source of electrical power, the associated transforming equipment, if any, the emergency switchboard and the emergency lighting switchboard will not render inoperative the main electric lighting system required by subregulation (1).(3) Lighting fittings shall be arranged to prevent rises in temperature which would be injurious to the fitting or the electric wiring or which would result in a risk of fire. 46. Emergency and transitional source of electrical power and emergency switchboards: ships of Classes I, II and II(A) (1) In every ship of Classes I, II and II(A) there shall be provided a self-contained emergency source of electrical power which shall be so designed and arranged that it will operate at full rated power when the ship is listed 22 1/2 degrees and when the trim of the ship is 10 degrees from an even keel or any combination of heel and trim within these limits. (E.R. 1 of 2023)(2) The emergency source of electrical power, the associated transforming equipment, any transitional source of emergency electrical power required by subregulation (4)(c), the emergency switchboard and the emergency lighting switchboard shall all be—(a) located above the uppermost continuous deck;(b) readily accessible from the open deck;(c) located aft of the collision bulkhead or its extension above the bulkhead deck when fitted above that deck;(d) so arranged that a fire or other casualty in the spaces containing the main source of electrical power, the associated transforming equipment, the main switchboard or in any machinery space of Category A will not interfere with the supply, control and distribution of emergency electrical supplies; and(e) located where practicable in a space which is not contiguous to the boundaries of a machinery space of Category A or any other space containing the main source of electrical power, the main switchboard or any associated transforming equipment.(3) The emergency source of electrical power shall be a generating set complying with the requirements of subregulation (4) or an accumulator battery complying with the requirements of subregulation (6).(4) Where the emergency source of electrical power is a generator it shall—(a) be driven by internal combustion machinery with an independent fuel supply, having a flash point of not less than 43oC (Closed Cup Test);(b) be started automatically upon failure of the main source of electrical power and be automatically connected to the emergency switchboard; those services referred to in subregulation (7) shall thereupon be transferred automatically to the emergency generating set. The automatic starting system and the characteristic of the prime-mover shall be such as to permit the emergency generator to carry its full rated load as quickly as is safe and practicable, subject to a maximum of 45 seconds; and(c) be provided with a transitional source of emergency electrical power complying with subregulation (7).(5) The emergency generating set may be used to supply services other than emergency supplies exceptionally for short periods provided that the independent operation of the emergency source of electrical power is safeguarded in all circumstances.(6) Where the emergency source of power is an accumulator battery it shall—(a) be capable of supplying the emergency electrical load without being recharged, whilst maintaining the voltage of the battery throughout the required discharge period within 12% of its nominal voltage;(b) be automatically connected to the emergency switchboard in the event of the failure of the main source of electrical power; and(c) be capable of immediately supplying the services specified in subregulation (7).(7) The transitional source of emergency electrical power required by this regulation shall—(a) consist of an accumulator battery capable of supplying the services required by paragraphs (c) and (d) without being recharged, whilst maintaining the voltage of the battery throughout the required discharge period within 12% of its nominal voltage;(b) be arranged to supply automatically the services required by paragraphs (c) and (d) for at least half an hour in the event of the failure of either the main or emergency source of electrical power;(c) supply the lighting required by regulation 48(1)(a) and (b);(d) supply the services required by regulation 48(1)(c)(i), (iii) and (iv) unless a suitably located independent accumulator battery is provided capable of supplying such services for the period of time required by those regulations; (E.R. 1 of 2023)(e) supply power to close the watertight doors but not necessarily all of them simultaneously together with their indicators and warning signals as required by regulation 48(3)(a); and (E.R. 1 of 2023)(f) in the case of post 1992 ships, supply power to operate the watertight doors as required by regulation 15A(8)(c)(iii), but not necessarily all of them simultaneously, unless an independent temporary source of stored energy is provided, and supply power to the control, indication and alarm circuits as required by regulation 15A(8)(b) for half an hour. (L.N. 139 of 1994)(8) Discharge of accumulator batteries that constitute either the emergency source of electrical power or transitional source of electrical power shall be indicated on the main switchboard or in the machinery control room. Discharge of any independent accumulator batteries provided in compliance with regulation 48(1)(c) shall be indicated at the appropriate control station.(9) The emergency switchboard shall be situated as near as practicable to the emergency source of emergency electrical power. If the emergency source of electrical power is a generating set the emergency switchboard shall be situated in the same space as the generator unless the operation of the emergency switchboard would be thereby impaired. For the purposes of this subregulation an environmental enclosure within the main boundaries of the space does not provide separation between the emergency generator and the emergency switchboard. Any accumulator battery required by this regulation shall not be installed in the same space as the emergency generator.(10) The emergency switchboard shall be supplied during normal operation from the main switchboard by an interconnector feeder which shall be—(a) adequately protected at the main switchboard against overload and short circuit;(b) disconnected automatically at the emergency switchboard upon the failure of the main source of electrical power; and(c) be at least protected against short circuit at the emergency switchboard if the system is arranged for the main switchboard to be supplied from the emergency switchboard.(11) Arrangements shall be made to disconnect non-emergency circuits from the emergency switchboard automatically, if necessary, to ensure that electric power is available for the required emergency supplies.(12) Means shall be provided for periodically testing the complete emergency electrical system including any automatic starting arrangements provided.(13) If a ship was constructed on or after 1 July 1998 and electrical power is necessary for the restoration of its propulsion, the ship must comply with the applicable requirements specified in regulation 42 of specified Chapter II-1. (L.N. 256 of 2018) 47. Starting arrangements for emergency generating sets: ships of Classes I, II and IIA (1) In every ship of Classes I, II and IIA the emergency generating sets shall be capable of being readily started at a temperature of 0oC. If temperatures below 0oC are anticipated provision shall be made for heating the engine so that it will start readily.(2) The starting, charging and energy storing devices provided, which shall not be used for any purpose other than the operation of the emergency generating set, shall be located in the emergency generating set space except that the air receiver of the emergency generating set may be supplied from the main or auxiliary compressed air system through a non-return valve installed in the emergency generating set space.(3) The stored energy required for starting shall be maintained at all times—(a) in electric and electro-hydraulic systems, from the emergency switchboard; and(b) in compressed air systems, by the main or auxiliary compressed air system or by an emergency air compressor which, if it is electrically driven, shall be supplied from the emergency switchboard.(4) The emergency generating set shall—(a) be equipped with a starting system having sufficient stored energy for twelve consecutive starts; and(b) be provided with an additional source of stored energy independent of the starting system required by paragraph (a) capable of producing a further twelve starts within 30 minutes unless an alternative and independent starting system is provided or effective manual starting can be demonstrated. 48. Emergency electric power services supplies: ships of Classes I, II and IIA (1) In every ship of Classes I, II and IIA the emergency source of electrical power required by regulation 46 shall be capable of simultaneously supplying the following services, including any starting currents, for a period of 36 hours or for such shorter period (being not less than 12 hours) as the Director may permit in the case of any ship regularly engaged on voyages of short duration—(a) emergency lighting—(i) at every muster and embarkation station on deck and over sides; (L.N. 157 of 2001)(ii) in alleyways, stairways and exits giving access to the muster and embarkation stations;(iii) in all service and accommodation alleyways, stairways and exits and personnel lift cars;(iv) in the machinery spaces, main generating stations and emergency generating set position including their control positions;(v) in all control stations, machinery control rooms and at each main and emergency switchboard;(vi) at all stowage positions for firemen’s outfits;(vii) at the steering gear; (L.N. 157 of 2001)(viii) at the fire pumps, the sprinkler pump, the emergency bilge pump and at the starting position of their motors; and (L.N. 157 of 2001)(ix) at each survival craft, its launching appliance and the area of water into which the survival craft is to be launched; (L.N. 157 of 2001)(b) navigation lights and other lights required by the Merchant Shipping (Safety) (Signals of Distress and Prevention of Collisions) Regulations (Cap. 369 sub. leg. N);(c) miscellaneous services—(i) all internal communication equipment required in an emergency;(ii) the navigational systems and equipment required by section 5 of the Merchant Shipping (Safety) (Navigational Equipment and Safety of Navigation) Regulation (Cap. 369 sub. leg. BA). Where such provision is unreasonable or impracticable the Director may waive this requirement for ships of less than 5,000 tons; (L.N. 134 of 1992; L.N. 131 of 2016; E.R. 4 of 2017)(iii) the fire detection and fire alarm system, and the fire door holding and release system; and(iv) for intermittent operation of the daylight signalling lamp, the ship’s whistle, the manually operated call points and all internal signals that are required in an emergency,unless such services have an independent supply for the period of 36 hours from an accumulator battery suitably located for use in an emergency;(d) pumps and associated equipment as follows—(i) one of the fire pumps required by the Merchant Shipping (Safety) (Fire Protection) (Ships Built On or After 1 September 1984) Regulations (Cap. 369 sub. leg. Y);(ii) the automatic sprinkler pump, if any; and(iii) the emergency bilge pump and all the equipment essential for the operation of electrically powered remote controlled bilge valves;(e) the radio installations required by the Merchant Shipping (Safety) (Radiocommunications) Regulation (Cap. 369 sub. leg. BB). (L.N. 93 of 2017; E.R. 4 of 2017)(2) The emergency source of electrical power referred to in subregulation (1) shall also be capable of supplying simultaneously with the services required by that subregulation the steering gear for the period of time required by regulation 68(16).(3) In addition to fulfilling the requirements of regulation 48(1) the emergency source of electrical power shall be capable of supplying simultaneously for a period of 30 minutes—(a) the ship’s watertight doors, if they are electrically or electro-hydraulically operated, together with their indicators which show if the doors are open or closed, and the warning signals, if they are electrically operated; and(b) the emergency arrangements to bring the lift cars to deck level for the escape of persons; the passenger lift cars may be brought to deck level sequentially in an emergency. 49. No provision 50. Distribution systems In every ship distribution systems shall be so arranged that a fire in any main fire zone will not interfere with essential services in any other main fire zone. Main and emergency feeders passing through any main fire zone shall be separated as widely as is practicable both horizontally and vertically. 51. Location and construction of electric cables (1) All electric cables external to equipment shall be flame retardant and shall be installed so that their flame retarding or equivalent properties are not impaired. The Director may permit installation of cables which do not comply with the foregoing for particular purposes, such as radio frequency cables, where compliance would be impracticable.(2) Cables shall be installed and supported in such a manner as to avoid chafing and other damage. All metal sheaths and metal armour of cables shall be electrically continuous and shall be earthed except that the Director may permit such earthing to be omitted for particular purposes.(3) Cables serving emergency services shall not so far as is practicable be routed through galleys, laundries, machinery spaces of Category A and their casings or other high fire risk areas except insofar as it is necessary to provide emergency services in such areas. Cables connecting fire pumps to the emergency switchboard shall be of a fire resistant type where they pass through high fire risk areas.(4) Cables serving emergency services shall where practicable be installed in such a manner as to preclude them being rendered unserviceable by the effect of a fire in an adjacent space and subsequent heating of the dividing bulkhead.(5) The electrical, mechanical, flame retarding and, where applicable, fire resisting properties of the terminations and joints in any conductor shall be at least equivalent to those of the conductor. 52. General precautions against shock, fire and other hazards (1) All electrical equipment shall be so constructed and installed that there will be no danger of injury to any person handling it in a proper manner. Exposed metal parts of electrical equipment which are not intended to have a voltage above that of earth, but which may have such a voltage under fault conditions, shall be earthed unless such equipment is—(a) supplied at a voltage not exceeding 50 volts direct current or 50 volts root mean square alternating current between conductors hereinafter referred to as RMS ac, from a source other than an auto-transformer; or (L.N. 109 of 2001)(b) supplied at a voltage not exceeding 250 volts RMS ac by safety isolating transformers supplying only one consuming device; or(c) of double insulation construction.(2) All electrical apparatus shall be constructed and installed so that it will not cause injury when handled or touched in the normal manner.

In particular when electric lamps, welding equipment, tools or other apparatus are used in confined or damp spaces or spaces with large exposed conductive surfaces, special provision shall be made so far as practicable, to ensure that the danger of electric shock is reduced to a minimum. Such spaces shall at least include open decks and machinery spaces.(3) Every main and emergency switchboard shall be so arranged as to give easy access for operation and sufficient access for maintenance without danger to any person. Every such switchboard shall be suitably guarded and a non-conducting mat or grating shall be provided at the back and front where necessary. No exposed parts which may have a voltage between conductors or to earth exceeding 250 volts direct current or 50 volts RMS ac shall be installed on the face of any switchboard or control panel. (L.N. 109 of 2001)(4) Subject to subregulation (6) the hull return system shall not be used in any such ship for the power, heat and light distribution systems thereof.(5) The final sub-circuits of any hull return system of distribution shall be two wire.(6) The requirements of subregulations (4) and (5) do not preclude the use of—(a) impressed current cathodic protection systems;(b) limited and locally earthed systems; and(c) insulation monitoring devices with a maximum circulation current of 30 milli-amperes.(7) The insulation of any distribution system that is not earthed shall be continuously monitored by a system capable of giving audible and visual indication of abnormally low insulation values.(8) Every separate electrical circuit shall be protected against short circuits.(9) Each separate electrical circuit, other than a circuit which operates the ship’s steering gear, shall unless the Director otherwise permits be protected against overload. There shall be clearly and permanently indicated on or near each overload protective device the current carrying capacity of the circuit which it protects and the rating or setting of the device.(10) All lighting and power circuits terminating in a cargo space shall be provided with a multiple pole switch outside the space for disconnecting all such circuits.(11) Accumulator batteries shall be housed in boxes or compartments which are constructed to protect the batteries from damage and are so ventilated as to minimise the accumulation of explosive gas. Subject to regulation 53(1), electrical or other equipment which may constitute a source of ignition of flammable vapours shall not be installed in any compartment assigned to accumulator batteries. Accumulator batteries shall not be installed in sleeping accommodation spaces.(12) Every electric space-heater forming part of the equipment of a ship shall be fixed in position and shall be so constructed as to reduce the risk of fire to a minimum. No such heater shall be constructed with an element so exposed that clothing, curtains, or other material can be scorched or set on fire by heat from the element. 53. Electrical equipment in hazardous areas and spaces In every ship to which these regulations apply—(1) Electrical equipment shall not be installed in any hazardous area unless the Director is satisfied that such equipment is—(a) essential for operational or safety purposes;(b) of a type that is certified for use in the flammable dusts, gases or vapours to which it may be subjected; and(c) appropriate to the space concerned.(2) Cables passing through any hazardous areas or serving electrical equipment in such areas shall—(a) be appropriate having regard to the dusts, gases or vapours to which they may be subjected; and(b) unless they form part of intrinsically safe circuits be enclosed in a gas-tight steel conduit or include a metallic sheath braid or wire armour for earth leakage detection. Additional protection against mechanical damage shall be provided in locations where such damage may occur.(3) In special category spaces the electrical equipment shall be certified for use in explosive petrol and air mixtures and the cables shall be appropriate for use in such mixtures provided that in such spaces above the bulkhead deck electrical equipment that is enclosed and protected to prevent discharge of sparks may be installed more than 450 millimetres above any deck on which vapours may accumulate if the atmosphere within the special category space is changed at least ten times per hour based upon the gross volume of the space.(4) In cargo spaces, other than special category spaces, intended for the carriage of motor vehicles with fuel in their tanks for their propulsion the electrical equipment shall be certified for use in explosive petrol and air mixtures and the cables shall be appropriate for use in such mixtures.(5) In any ventilation trunk connected to any enclosed space for the carriage of motor vehicles with fuel in their tanks for their propulsion, including a special category space, electrical equipment shall be certified for use in explosive petrol and air mixtures and the cables shall be appropriate for use in such mixtures.(6) Electrical equipment and cables shall not be installed in enclosed cargo spaces, special category spaces or open ro/ro cargo spaces intended for the carriage of dangerous goods which are flammable liquids with a flash point below 23oC (Closed Cup Test) or flammable gases unless the Director considers the location therein essential. If permitted, any electrical equipment installed in such spaces shall be certified for, and cables shall be appropriate for, use with the flammable dusts, gases or vapours to which it may be exposed. Cable penetrations of the decks and bulkheads of such spaces shall be sealed against the passage of gas or vapour. The Director may permit the installation of electrical equipment and cables which do not comply with the foregoing for particular applications provided such equipment and cables are capable of being electrically isolated by the removal of links or the operation of lockable switches. 53A. Ventilation openings The special category space of a ship must comply with the requirements on ventilation openings specified in regulation 37.4 of specified Chapter II-2.(L.N. 256 of 2018) 54. Spare parts and tools Every ship of Classes I, II and II(A) shall be provided with an adequate quantity of replacements for those parts of the ship’s electrical equipment and installations which, having regard to the intended service of the ship, it would be essential for the safety of the ship and of persons on board to replace in the event of failure while the ship is at sea, together with such tools as are necessary for the fitting of these replacements. Part V Boilers and Machinery 55. Application of Part V Save as provided in regulations 56(9), 64(10)(b) and (c), 66(6) and (7), 67, 67A and 72, this Part applies to every ship to which these regulations apply.(L.N. 413 of 1995; L.N. 256 of 2018) 56. General (1) In every ship to which these regulations apply the machinery, boilers and other pressure vessels, associated piping systems and fittings shall be of a design and construction adequate for the service for which they are intended and shall be so installed and protected as to reduce to a minimum any danger to persons on board, due regard being paid to moving parts, hot surfaces and other hazards. The design shall have regard to the materials used in construction, the purpose for which the equipment is intended, the working conditions to which it will be subjected and the environmental conditions on board.(2) Where the arrangements of the main propulsion machinery are unconventional the Director may require a separate source of propulsion power to be provided sufficient to give the ship a navigable speed.(3) Means shall be provided whereby the normal operation of propulsion machinery can be sustained or restored when there is a breakdown of—(a) a generating set which serves as a main source of electrical power;(b) the sources of steam supply;(c) the boiler feed water systems;(d) the fuel oil supply systems for boilers or engines;(e) the sources of lubricating oil pressure;(f) the sources of water pressure;(g) a condensate pump and the arrangements to maintain vacuum in condensers;(h) the mechanical air supply for boilers;(i) an air compressor and receiver for starting or control purposes; and(j) the hydraulic, pneumatic or electrical means for control of main propulsion machinery including controllable pitch propellers,or any other auxiliary system essential for propulsion. The Director may for the purposes of this subregulation, if he considers it safe to do so, permit a partial reduction in propulsion capability from normal operation.(4) The main and auxiliary machinery essential for the propulsion and safety of the ship shall be provided with effective means of control and the machinery shall be capable of being brought into operation when initially no power is available in the ship.(5) Where risk from over-speeding of machinery would otherwise exist, two independent means of control shall be provided to ensure that the safe speed is not exceeded; provided that the Director may permit a single means of limiting the speed of machinery where he considers it safe to do so.(6) Where main or auxiliary machinery or any parts of such machinery are subject to internal pressure, those parts shall, before being put into service for the first time, be subjected to a hydraulic test to a pressure suitably in excess of the working pressure having regard to—(a) the design and the material of which they are constructed;(b) the purpose for which they are intended to be used; and(c) the working conditions under which they are intended to be used,and such parts shall be maintained in an efficient condition.(7) Main propulsion machinery and all auxiliary machinery essential to the propulsion and the safety of the ship shall be designed to operate when the ship is upright and when inclined at any angle of list up to and including 15 degrees either way under static conditions and 22.5 degrees either way under dynamic conditions (rolling) and simultaneously inclined dynamically (pitching) 7.5 degrees by bow or stern. The Director may permit a reduction in these angles taking into consideration the type, size and service conditions of the ship.(8) Access shall be provided to facilitate the cleaning, inspection and maintenance of main propulsion and auxiliary machinery including boilers and pressure vessels.(9) A ship constructed on or after 1 July 1998 must comply with the applicable requirements on the location and arrangement of vent pipes and provision of oil tanks specified in regulation 26.11 of specified Chapter II-1. (L.N. 256 of 2018)(10) The owner and the master of a ship must ensure that the applicable requirements on the inspection and replacement of non-metallic expansion joints in piping systems specified in regulation 26.9 of specified Chapter II-1 are complied with in relation to the ship. (L.N. 256 of 2018)(11) The owner and the master of a ship must ensure that the applicable requirements on the written language of the operating and maintenance instructions and engineering drawings for the ship machinery and equipment specified in regulation 26.10 of specified Chapter II-1 are complied with in relation to the ship. (L.N. 256 of 2018) 57. Machinery (1) In every ship to which these regulations apply the propulsion machinery systems shall be designed, constructed and installed so that undue stress due to vibration is not induced during normal operation.(2) All gearing and every shaft and coupling used for transmission of power essential for the propulsion and safety of the ship or for the safety of persons on board shall be so designed and constructed that they will withstand the maximum working stresses to which they will be subjected in all service conditions taking into account the type of engines by which these components are driven or of which they form part.(3) Every internal combustion engine having a cylinder diameter of 200 millimetres or greater, or a crankcase volume of 0.6 cubic metres or greater, shall be provided with crankcase explosion relief valves of a suitable type having sufficient area to relieve abnormal pressure in the crankcase. The explosive relief valves shall be arranged or provided with means to ensure that any discharge from them is so directed as to minimise the possibility of injury to personnel.(4) Every main propulsion turbine and, where applicable main internal combustion propulsion machinery and auxiliary machinery shall be provided with automatic shut-off arrangements that will operate in the case of failures, such as lubricating oil supply failure, which could lead rapidly to complete breakdown, serious damage or explosion, provided that the Director may permit arrangements that over-ride the automatic shut-off devices. 58. Means of manoeuvring and going astern (1) Every ship shall have sufficient power for going astern to secure proper control of the ship in all normal circumstances. The ability of the machinery to reverse the direction of thrust of the propeller in sufficient time, and so to bring the ship to rest from maximum ahead service speed shall be demonstrated and recorded.(2) The effectiveness of any supplementary means of stopping or manoeuvring the ship shall be demonstrated and recorded.(3) Every ship with multiple propellers shall undergo trials to determine the ability of the ship to manoeuvre with one propeller inoperative.(4) The trial records including the records required by subregulations (1), (2) and (3) shall be available on the ship. 59. Boilers and other pressure vessels (1) Every boiler or other pressure vessel and its respective mountings shall, before being put into service for the first time, be subjected to a hydraulic test to a pressure suitably in excess of the working pressure which will ensure that the boiler or other pressure vessel and its mountings are adequate in strength and design for the service for which it is intended and having regard to—(a) the design and the material of which it is constructed;(b) the purpose for which it is intended to be used; and(c) the working conditions under which it is intended to be used,and every such boiler or other pressure vessel and its respective mountings shall at any time thereafter be capable of withstanding such a test and shall be maintained in an efficient condition.(2) Means shall be provided which will prevent overpressure in any part of boilers and other pressure vessels, and in particular every boiler and every unfired steam generator shall be provided with not less than two safety valves; provided that the Director may, having regard to the output or any other feature of any boiler or unfired steam generator, permit only one safety valve to be fitted if he is satisfied that adequate protection against overpressure is provided.(3) Every oil fired boiler which is not continuously attended shall be provided with arrangements to shut off the fuel supply and give an alarm at an attended location in the event of low boiler water level, combustion air supply failure or flame failure.(4) Every boiler designed to contain water at a specific level shall be provided with at least two means for indicating the water lever, at least one of which shall be a direct reading gauge glass.(5) Every water tube boiler serving turbine machinery shall be fitted with a high water level alarm.(6) Means shall be provided to test and control the quality of the water in the boilers. 60. Boiler feed systems (1) Every boiler shall be provided with not less than two efficient and separate feed water systems so arranged that either of such systems may be opened for inspection or overhaul without affecting the efficiency of the other. Means shall be provided which will prevent overpressure in any part of the systems.(2) Every ship in which boilers are fitted shall be provided with not less than two feed pumps and when the boilers are operating under full load conditions, there shall be at least one feed pump available for stand-by duties.(3) If it is possible for oil to enter the feed water system of a boiler, the arrangements for supplying boiler feed water shall provide for the interception of oil in the feed water.(4) Every feed check valve, fitting or pipe through which feed water passes from a pump to such boilers shall be designed and constructed to withstand the maximum working stresses to which it may be subjected, with a factor of safety which is adequate having regard to the material of which it is constructed and the working conditions under which it will be used. Every such valve, fitting, or pipe shall, before being put into service for the first time, be subjected to a hydraulic test suitably in excess of the maximum working pressure of the boiler to which it is connected or of the maximum working pressure to which the feed line may be subjected, whichever shall be the greater, and shall be maintained in an efficient condition. The feed pipes shall be adequately supported.(5) Means shall be provided to test and control the quality of the feed water to the boilers.(6) In every ship in which boilers are fitted provision shall be made to ensure that a supply of suitable reserve feed water is available, having regard to the nature and intended duration of the voyage. 61. Steam pipe systems (1) Every steam pipe and every fitting connected thereto through which steam may pass shall be so designed and constructed as to withstand the maximum working stresses to which it may be subjected, with a factor of safety which is adequate having regard to—(a) the material of which it is constructed; and(b) the working conditions under which it is intended to be used.(2) Without prejudice to the generality of the foregoing, every steam pipe or fitting shall, before being put into service for the first time, be subjected to a test to a hydraulic pressure to be determined having regard to the matters referred to in subregulation (1)(a) and (b) but in no case to less than twice the working pressure to which it may be subjected and shall at any time thereafter be capable of withstanding such a test.(3) Steam pipes shall be adequately supported.(4) Provision shall be made which will avoid excessive stress likely to lead to the failure of any such steam pipe or fitting, whether by reason of variation in temperature, vibration or otherwise.(5) Efficient means shall be provided for draining every steam pipe so as to ensure that the interior of the pipe is kept free of water and that water hammer action will not occur under any condition likely to arise in the course of the intended service of the ship.(6) If any steam pipe can receive steam from any source at a higher pressure than it can otherwise withstand with an adequate factor of safety, an efficient reducing valve, relief valve and pressure gauge shall be fitted to such pipe. 62. Air pressure systems (1) In every ship in which machinery essential for the propulsion and safety of the ship or of persons on board is required to be started, operated or controlled solely by compressed air, there shall be provided at least two independently driven air compressors each of which shall be of efficient design and of sufficient strength and capacity for the service for which it is intended.(2) Every ship which is propelled by compression ignition engines designed to start by compressed air, shall be provided with at least two air receivers, which shall be of such aggregate capacity that, when they are filled with compressed air, the air contained therein will be sufficient to start each of the ship’s main engines twelve times if such engines are reversible, and six times if such engines are non-reversible.(3) Every air receiver and air bottle shall be fitted with means of access for purposes of inspection and shall be provided with efficient drains for the removal of oil and water and with efficient relief valves to prevent overpressure. If the air receiver or air bottle can be isolated from the relief valve, it shall be fitted with one or more fusible plugs so as to discharge its contents in the event of fire.(4) (a) Every air pressure pipe and every fitting connected to such pipe shall be capable of withstanding the maximum working stresses to which it may be subjected with a factor of safety which is adequate having regard to—(i) the material of which it is constructed; and(ii) the working conditions under which it is intended to be used.(b) Without prejudice to the generality of the foregoing, every such pipe and fitting other than a pipe or fitting in a pneumatic control system, shall, before being put into service for the first time, be subjected to a test by hydraulic pressure to twice its maximum working pressure and shall at any time thereafter be capable of withstanding such a test.(5) (a) Every air pressure pipe shall be properly supported. Provision shall be made which will keep the interior of the pipe free from oil and will either prevent the passage of flame from the cylinders of the engine to the pipe, or protect the pipe from the effects of an internal explosion.(b) All discharge pipes from starting air compressors shall lead directly to the starting air receivers and all starting air pipes from the air receivers to main or auxiliary engines shall be kept entirely separate from the compressor discharge pipe system.(6) (a) Means shall be provided in any such ship to prevent overpressure in any part of any compressed air system and where water jackets or casings of air compressors and coolers might otherwise be subjected to dangerous overpressure due to leakage into them from air pressure parts, suitable pressure relief arrangements shall be provided.(b) If an air pressure pipe may receive air from any source at a higher pressure than it can withstand with an adequate factor of safety, an efficient reducing valve, relief valve and pressure gauge shall be fitted to such pipe. 63. Cooling systems (1) In every ship where machinery essential for the propulsion or safety of the ship or of persons on board is dependent for its operation on an efficient cooling water system there shall be provided at least one circulating pump and, except in the case of any emergency generator, provision shall be made so that in the event of the failure of such pump an alternative pump is available for the same duty. Such pumps shall be capable of supplying adequate cooling water to such machinery, oil coolers, fresh water coolers or condensers fitted thereto.(2) If direct sea water cooling is used for essential internal combustion machinery the sea water suctions shall be provided with strainers which can be cleaned without interruption of the supply of water.(3) Means shall be provided for ascertaining whether the cooling systems are working properly and for preventing overpressure in any part thereof.(4) The exhaust pipes and silencers of every internal combustion engine shall be efficiently cooled or lagged. 64. Oil fuel installations: (boilers and machinery) The arrangements for the storage, distribution and utilisation of the oil fuel shall be such as to ensure the safety of the ship and persons on board and shall comply, as a minimum, with the following provisions—(1) any oil fuel used in boilers or machinery shall, except as allowed for a generator by regulation 46(4)(a) have a flash point of not less than 60oC (Closed Cup Test);(2) oil fuel tanks shall be part of the ship’s structure and shall be located outside machinery spaces of Category A; when oil fuel tanks, except double bottom tanks, are necessarily located adjacent to or within machinery spaces of Category A at least one of their vertical sides shall be contiguous to the machinery space boundaries and they shall have a boundary common with the double bottom tanks; the area of the tank boundary common with the machinery space shall be kept to a minimum; the use of free-standing oil fuel tanks shall be avoided; any oil fuel tank located within the boundaries of machinery spaces of Category A shall not contain fuel having a flash point of less than 60oC (Closed Cup Test); where it is impracticable to meet the requirements of this subregulation, the Director may permit other arrangements;(3) oil fuel tanks shall not be situated directly above boilers or other heated surfaces;(4) oil fuel shall not be carried in forepeak tanks or in any tank forward of the collision bulkhead;(5) every oil fuel tank shall, where necessary, be provided with save-alls or gutters which will catch any oil which may leak therefrom;(6) every suction pipe from any oil fuel tank situated above an inner bottom and every oil fuel levelling pipe within a boiler room or engine room shall be fitted with a valve or cock secured to each tank to which the pipe is connected; every such valve or cock fitted to an oil fuel suction pipe shall be so arranged that it may be closed both from the compartment in which it is situated and from a readily accessible position outside such compartment and not likely to be cut off in the event of fire in that compartment; every valve or cock fitted to an oil fuel levelling pipe shall be so arranged that it can be closed or opened from a readily accessible position above the bulkhead deck which is not likely to be cut off by flooding or by fire in the compartment in which the pipe is situated; if any oil tank filling pipe is not connected to an oil fuel tank at or near the top of the tank, it shall be fitted with a non-return valve or with a valve or cock secured to the tank to which it is connected and so arranged that it may be closed both from the compartment in which it is situated and from a readily accessible position outside such compartment and not likely to be cut off in the event of fire in that compartment;(7) the oil fuel shall be effectively isolated from water ballast; the pumping arrangements shall be such as will permit the oil fuel to be transferred from any storage tank or settling tank appropriated for oil fuel into another storage tank or settling tank so appropriated; provision shall be made to prevent the accidental discharge or overflow of oil overboard; if fresh water is stored in a tank adjacent to a tank appropriated for the storage of oil fuel a cofferdam shall be provided which will prevent contamination of the fresh water by the oil;(8) every oil fuel tank shall, before being put into service for the first time, be subjected to a test by hydraulic pressure in the case of a storage tank, settling tank or service tank, equal to that of a head of water 300 millimetres greater than the greatest head to which the tank may be subject when in service, and in the case of a settling tank in which oil fuel is heated in the course of its preparation for combustion in boilers or machinery and which is situated in, or forms part of, the boundary of any machinery space, equal to not less than 1 bar; every such tank shall at any time thereafter be capable of withstanding such a test;(9) provision shall be made which will prevent overpressure in any oil fuel tank, oil fuel filling pipe or any part of the oil fuel system;(10) (a) safe and efficient means of ascertaining the amount of oil fuel contained in any oil fuel tank shall be provided; sounding pipes shall not terminate in any space where the risk of ignition of spillage therefrom could arise; in particular, sounding pipes shall not terminate in passengers spaces or crew spaces;(b) in the case of ships other than post 1992 ships, other means of ascertaining the amount of oil fuel may be permitted provided that such means do not require penetration below the top of the tank and in the event of overfilling the tank or failure of the capacity determining device, fuel will not be released;(c) in the case of post 1992 ships, sounding pipes shall not as a general rule terminate in machinery spaces but where the Director is satisfied that it is impracticable to do so, he may permit termination of sounding pipes in machinery spaces on condition that all the following requirements are met—(i) there shall be provided, in addition, an oil-level gauge that satisfies the following requirements—(A) such means shall not require penetration below the top of the tank; and(B) the failure of such means or overfilling of the tank shall not permit release of fuel;(ii) the sounding pipes shall terminate in locations remote from ignition hazards unless precautions are taken, such as the fitting of effective screens to prevent the oil fuel from coming into contact with a source of ignition in the case of spillage through the terminations of the sounding pipes; and(iii) the terminations of sounding pipes are fitted with self-closing blanking devices and with a small-diameter self-closing control cock located below the blanking device for the purpose of ascertaining before the blanking device is opened that oil fuel is not present; provision shall be made so as to ensure that any spillage of oil fuel through the control cock involves no ignition hazard;other oil-level gauges may be used in place of sounding pipes provided that the requirements specified in subparagraph (i)(A) and (B) are met; oil-level gauges so used shall be maintained in the proper condition to ensure their continued accurate functioning in service; (L.N. 413 of 1995)(11) an air pipe shall be led from every oil fuel tank to the open air, and the outlet thereof shall be in such a position that there will be no danger of fire or explosion resulting from the emergence of oil vapour from the pipe when the tank is being filled; every such pipe shall be fitted with a detachable wire gauze diaphragm; if such pipe also serves as an overflow pipe provision shall be made which will prevent the overflow from running into or near a boiler room, galley or other place in which it might be ignited;(12) means shall be provided for the removal of water from fuel oil; such means shall include the fitting of water drain valves to daily service tanks, settling tanks and where practicable to other fuel oil tanks; where the removal of water by drain valves is impracticable water separators shall be fitted in the supply lines to propulsion machinery;(13) every drain provided for the purpose of removing water from fuel oil in storage or settling tanks or in separators shall be of the self-closing type;(14) the oil fuel filling stations shall be isolated from other spaces in the ship and shall be sufficiently drained and ventilated; provision shall be made which will prevent overpressure in any oil-filling pipe lines;(15) (a) every oil pressure pipe shall be made of seamless steel, or other suitable material and, if used for conveying heated oil, shall be situated in a conspicuous position above the platforms in well-lighted parts of the boiler room or engine room;(b) flexible oil pressure pipes of suitable materials and construction may be permitted by the Director provided that their location is in accordance with paragraph (a);(15A) the requirements on oil fuel arrangements specified in regulations 15.2.9 (or the alternative requirement specified in regulation 15.2.12), 15.2.10 and 15.2.11 of specified Chapter II-2 must be complied with; (L.N. 256 of 2018)(16) every oil pipe, not being an oil pressure pipe, shall be made of steel or other suitable material and shall be led at such a height above the ship’s inner bottom, if any, as will facilitate the inspection and repair of the pipe; every such pipe and joint therein and every fitting connected to such pipe shall, before being put into service for the first time, be subjected to a test by hydraulic pressure to 3.5 bar or to twice its maximum working pressure, whichever shall be the greater, and shall at any time thereafter be capable of withstanding such a test;(17) every steam heating pipe which may be in contact with oil shall be made of steel and, together with its joints, shall, before being put into service for the first time, be subjected to a test by hydraulic pressure to twice its maximum working pressure and shall be at any time thereafter be capable of withstanding such a test;(18) every master valve at the furnace fronts which controls the supply of oil fuel to sets of burners shall be of a quick-closing type and fitted in a conspicuous position and readily accessible; provision shall be made to prevent oil from being turned on to any burner unless such burner has been correctly coupled up to the oil supply line;(19) every valve used in connection with the oil fuel installation shall be so designed and constructed as to prevent the cover of the valve chest being slackened back or loosened when the valve is operated;(20) every pump provided for use in connection with the oil fuel system shall be separate from the ship’s feed pumps, bilge pumps and ballast pumps and the connections of any such pumps and shall be provided with an efficient relief valve which shall be in close circuit;(21) every ship shall be provided with not less than two oil fuel units, each comprising a pressure pump, filters and a heater; such pump, filters and heater shall be of efficient design and substantial construction; provision shall be made which will prevent overpressure in any part of the oil fuel units; every oil fuel pressure pipe and joint therein shall, before being put into service for the first time, be subjected to a test by hydraulic pressure to 28 bar or twice their maximum working pressure, whichever shall be the greater; every fitting connected to oil pressure pipes and all parts of oil fuel units which are subject to oil pressure shall, before being put into service for the first time, be subjected to a test by hydraulic pressure to twice their maximum working pressure; every oil pressure pipe, joint fitting and pressure part of an oil fuel unit shall at any time thereafter be capable of withstanding the relevant hydraulic test stated above; any relief valves fitted to prevent overpressure in the oil fuel heater shall be in close circuit; if steam is used for heating oil fuel in bunkers, tanks, heaters or separators, exhaust drains shall be provided to discharge the water or condensate into an observation tank;(22) save-alls or gutters shall be provided under every oil fuel pump, filter and heater to catch any oil which may leak or be spilled therefrom; save-alls or gutters shall be provided in way of the furnace mouths to catch oil which may escape from the burners; provision shall be made which will prevent oil which may escape from any oil fuel pump, filter or heater from coming into contact with boilers or other heated surfaces;(23) every oil fuel separator shall be of efficient design and substantial construction; provision shall be made which will prevent overpressure in any part thereof and which will prevent the discharge of oil vapour therefrom into confined spaces;(24) if in any ship being a ship propelled by means of oil-fired boilers, dampers are fitted to the funnels or boilers, provision shall be made for securing the dampers in the open position and an indicator shall be provided to show whether the dampers are open or shut; and(25) for the purposes of this regulation the expression oil fuel tank (油類燃料艙) includes an oil fuel storage tank, an oil fuel settling tank, an oil fuel service tank and an oil fuel overflow tank. 64A. Use of low-flashpoint fuel (1) A ship (other than a specified ship) may use low-flashpoint fuel if—(a) the use is approved by the Director on being satisfied that the applicable requirements specified in the IGF Code are complied with in relation to the ship; and(b) the applicable requirements on the arrangement, installation, control and monitoring of machinery, equipment and systems using low-flashpoint fuel specified in the IGF Code are complied with in relation to the ship.(2) If a ship uses low-flashpoint fuel under subregulation (1), regulation 64 does not apply to the ship.(3) The owner and the master of a ship (other than a specified ship) that uses low-flashpoint fuel must ensure that the applicable requirements on the testing, drills, emergency exercises and operations specified in the IGF Code are complied with in relation to the ship.(4) In this regulation—IGF Code (《國際氣體燃料規則》) means the International Code of Safety for Ships Using Gases or Other Low-flashpoint Fuels set out in the Annex to Resolution MSC.391(95) adopted by the Maritime Safety Committee of the International Maritime Organization on 11 June 2015, as from time to time revised or amended by any revision or amendment to any provision of such Code that applies to Hong Kong;low-flashpoint fuel (低閃點燃料) means gaseous or liquid fuel that has a flashpoint lower than that permitted under regulation 4.2.1.1 of Chapter II-2 of the Annex to the Convention as from time to time revised or amended by any revision or amendment to that regulation that applies to Hong Kong; specified ship (指明船舶) means a ship that is owned or operated by— (a) the Government; or (b) the government of a party to the Convention. (L.N. 256 of 2018) 65. Oil fuel installations: (cooking ranges and other heating appliances) (1) If a cooking range or other heating appliance is supplied with fuel from an oil tank, the tank shall not be situated in a galley, and the supply of oil to the burners shall be capable of being controlled from a position outside the galley. No range or burner shall be fitted which is designed to be operated by means of oil fuel having a flashpoint of less than 60oC (Closed Cup Test).(2) The tank shall be provided with an air pipe leading to the open air. The pipe shall be in such a position that there will be no danger of fire or explosion resulting from the emergence of oil vapour from the pipe when the tank is being filled. The pipe shall be fitted with a detachable wire gauze diaphragm.(3) Safe and efficient means shall be provided for filling every such tank and for preventing overpressure therein. 66. Oil systems for lubricating, heating, cooling and control (1) In every ship in which oil is circulated under pressure for lubrication, heating or cooling or as the sole means of control of machinery essential for the propulsion or safety of the ship or persons on board, at least two pumps shall be provided each of which shall be adequate for circulating such oil; provided that in the case of any emergency generator in any ship only one such pump shall be required.(2) In every ship of Classes I, II and II(A) propelled by turbine machinery, or having turbo-electric propelling machinery, the lubricating oil arrangements shall be such that an emergency supply of oil is available sufficient to maintain after a power failure an adequate supply of lubricating oil for at least three minutes or for such longer time as may be required for unloaded turbo-electric propelling machinery to come to rest from the maximum running speed. Such emergency supply shall automatically come into use on failure of the pressure supply of lubricating oil from the pump or pumps.(3) Strainers shall be provided for straining the lubricating oil and, shall be capable of being cleaned without interrupting the supply of such oil.(4) Means shall be provided for ascertaining whether the lubricating system is working properly and for preventing overpressure in any part of the system. If the means of preventing overpressure is a relief valve it shall be in close circuit.(5) The arrangements for the storage and distribution of flammable oils used in pressure systems in machinery spaces shall comply with the requirements of regulation 64(3), (5), (6), (10), (15) and (22) as they apply to oil fuel installations except that sight flow glasses having an acceptable degree of fire resistance may be permitted. Alternative arrangements may be permitted in machinery spaces other than those of Category A, where the Director is satisfied that the safety of the ship is not impaired.(6) The arrangements for lubricating oil of a post 1992 ship must also comply with the applicable requirements specified in regulations 15.2.10 and 15.2.11 of specified Chapter II-2. (L.N. 256 of 2018)(7) The arrangements for flammable oils (other than fuel and lubricating oil) of a ship constructed on or after 1 July 1998 must also comply with the applicable requirements specified in regulations 15.2.10 and 15.2.11 of specified Chapter II-2. (L.N. 256 of 2018) 67. Machinery controls: ships constructed between 1 September 1984 and 1 July 1998 (L.N. 256 of 2018)(1A) This regulation applies to a ship constructed on or after 1 September 1984 and before 1 July 1998. (L.N. 256 of 2018)(1) Effective means shall be provided for the operation and control of main and auxiliary machinery essential for the propulsion and safety of the ship.(2) In every ship provided with remote control of the propulsion machinery from the navigating bridge the following provisions shall apply—(a) the speed, direction of thrust and, if variable, the pitch of the propeller shall be fully controllable from the navigating bridge under any sailing condition including manoeuvring;(b) the remote control shall be performed, for each independent propeller, by a control device so designed and constructed that its operation does not require particular attention to the operational details of the machinery. Where multiple propellers are designed to operate simultaneously, they may be controlled by one control device;(c) propulsion machinery movements selected at the navigating bridge shall be indicated in the main machinery control room or at the manoeuvring platform as appropriate;(d) the main propulsion machinery shall be provided with an emergency stopping device, located on the navigating bridge, which shall be independent of the controls otherwise required by this regulation;(e) remote control of the propulsion machinery shall be possible from only one location at a time. Inter-connected control units may be permitted at such locations. There shall be provided at each location an indicator showing which location is in control of the propulsion machinery. Transfer of control between the navigating bridge and the machinery spaces shall only be possible from the machinery space or the main machinery control room. The control system shall be arranged so that the propeller thrust does not alter significantly when control is transferred from one station to another;(f) means shall be provided to control the propulsion machinery locally in the event of failure of the remote control system;(g) the design of the propulsion machinery remote control system shall be such that in the event of its failure an alarm will be given and the pre-set speed and direction of thrust maintained until local control is in operation. The Director may waive this requirement where other essential features of the system design render compliance impracticable, subject to such alternative provisions as he may require;(h) indication shall be given on the navigating bridge of—(i) propeller speed and direction of rotation in the case of fixed pitch propellers;(ii) propeller speed and pitch position in the case of controllable pitch propellers;(i) the number of automatic and consecutive attempts which fail to start any internal combustion propulsion engine shall be limited so as to maintain sufficient air pressure for further attempts under local control;(j) an alarm shall be provided on the navigating bridge and in the machinery space to indicate low starting air pressure at a level which still permits main propulsion machinery starting operations.(3) Every ship provided with remote or automatic control of the main propulsion and its associated machinery, including the sources of main electric supply, enabling that machinery to be operated and supervised from a control room shall be as safe as if the machinery is under direct supervision.(4) Any automatic starting, operating or control systems shall be so designed that the failure of any part of such systems shall not prevent their operation manually. 67A. Machinery controls: post-1 July 1998 ships (1) This regulation applies to a ship constructed on or after 1 July 1998.(2) The applicable requirements on the machinery for the propulsion, control and safety of the ship specified in regulation 31 of specified Chapter II-1 must be complied with in relation to a ship.(L.N. 256 of 2018) 68. Steering gear (1) Every ship shall be provided with an efficient main steering gear and, subject to subregulation (7), an efficient auxiliary steering gear. The main steering gear and the auxiliary steering gear shall be arranged so that the failure of one of them will not render the other one inoperative.(2) (a) The steering gear components, the rudder stock, the rudder and associated fittings shall be of sound and reliable construction. In particular, single essential components such as tillers and hunting gear shall be designed and constructed to withstand, with an adequate factor of safety, the maximum working stresses to which they may be subjected. Any bearings for such essential components shall be of a suitable type which shall be permanently lubricated or provided with lubrication fittings.(b) The design pressure for steering gear components and piping subject to internal hydraulic pressure shall be at least 1.25 times the maximum working pressure anticipated when the steering gear is operating taking into account any pressure which may exist in the low pressure side of the system. Fatigue criteria, taking into account pulsating pressure due to dynamic loads, shall be taken into account for the design of piping and components if the Director considers it appropriate.(c) Relief valves shall be fitted to any part of the hydraulic system which can be isolated and in which pressure can be generated from a power unit or from external forces. The pressure at which relief valves operate shall not exceed the design pressure. The valves shall be of adequate size so as to avoid an undue rise in pressure above the design pressure. (E.R. 1 of 2023)(3) Steering gears other than of the hydraulic type shall achieve equivalent standards to those required by this regulation.(4) The main steering gear and rudder stock shall—(a) be of adequate strength and sufficient to steer the ship at maximum ahead service speed;(b) be capable of putting the rudder over from 35 degrees on one side to 35 degrees on the other side with the ship running ahead at maximum service speed and, under the same conditions, from 35 degrees on either side to 30 degrees on the other side in not more than 28 seconds;(c) be operated by power if necessary to meet the requirements of paragraph (b) and in any case in which the diameter of the rudder stock in way of the tiller is required to be greater than 120 millimetres excluding additional strengthening for navigation in ice; and(d) be designed so that they will not be damaged at maximum astern speed.(5) The auxiliary steering gear shall—(a) be of adequate strength and capable of being brought speedily into action in an emergency;(b) be capable of putting the rudder over from 15 degrees on one side to 15 degrees on the other side in not more than 60 seconds with the ship at its deepest seagoing draught and running ahead at one half of the maximum ahead service speed or 7 knots, whichever is the greater;(c) be operated by power if necessary to meet the requirements of paragraph (b) and in any case in which the diameter of the rudder stock in way of the tiller is required to be greater than 230 millimetres diameter excluding additional strengthening for ice.(6) Main and auxiliary steering gear power units shall—(a) be arranged to re-start automatically when power is restored after a power failure;(b) be capable of being brought into operation from a position on the navigating bridge;

and(c) be provided with an audible and visual alarm on the navigating bridge that will operate in the event of a power failure to any steering gear power unit.(7) An auxiliary steering gear need not be fitted if—(a) two or more identical gear power units are fitted and which in the event of failure of any one of these units the remaining units are capable of operating the rudder in accordance with the requirements of subregulation (4)(b); and(b) the main steering gear is so arranged that after a single failure in its piping system or in one of the power units the defect can be isolated so that steering capability can be maintained or speedily regained. A steering gear with a proven record of reliability that does not comply with this subparagraph may be accepted by the Director on any ship the keel of which was laid, or which was at a similar stage of construction, before 1st September 1986 or on a cargo ship which is converted to a passenger ship before that date.(8) (a) Main steering gear control shall be provided on the navigating bridge and in the steering gear compartment. Two independent control systems operable from the navigating bridge shall be provided for a steering gear arranged in accordance with subregulation (7) except that when the control system consists of a hydraulic telemotor, a second independent system need not be fitted. The steering wheel or steering lever need not be duplicated.(b) Auxiliary steering gear control shall be provided in the steering gear compartment and, if the auxiliary steering gear is power operated, from the navigating bridge. Any auxiliary steering gear control system provided on the navigating bridge shall be independent of the control system for the main steering gear. (E.R. 1 of 2023)(9) Every main and auxiliary steering gear control system shall—(a) if electric, be served by its own separate circuit supplied from a steering gear power circuit from a point within the steering gear compartment or directly from switchboard busbars supplying that steering gear power circuit at a point on the switchboard adjacent to the supply to the steering gear power circuit;(b) be provided in the steering gear compartment with means for disconnecting the control system from the steering gear it serves;(c) be capable of being brought into operation from a position on the navigating bridge;(d) be provided with an audible and visual alarm on the navigating bridge that will operate in the event of a failure of the electric power supply to the control system; and(e) be provided only with short circuit protection for the electric supply circuits.(10) The electric power circuits and the steering gear control system with the associated components, cables and pipes required by this regulation and regulation 69 shall be separated as far as is practicable throughout their length.(11) A means of communication shall be provided between the navigating bridge and the steering gear compartment.(12) The angular position of the rudder shall be indicated in the steering gear compartment and, if the main steering gear is power operated, at the steering position on the navigating bridge. The rudder angle indicator system shall be independent of any steering gear control system.(13) Hydraulic power operated steering gear shall be provided with—(a) arrangements to maintain the cleanliness of the hydraulic fluid taking into consideration the type and design of the hydraulic system;(b) a low level alarm for each hydraulic fluid reservoir arranged to give audible and visual alarms on the navigating bridge and in the machinery space in the event of leakage of the hydraulic fluid;(c) a fixed storage tank having sufficient capacity to recharge at least one power actuating system, including the reservoir, where the main steering gear is required to be power operated. The storage tank shall be provided with a contents gauge and shall be permanently connected by piping in such a manner that the hydraulic systems can be readily recharged from a position within the steering gear compartment.(14) The steering gear compartment shall be readily accessible and, as far as is practicable, separated from the machinery spaces. Handrails and gratings or other non-slip surfaces shall be provided to ensure suitable working conditions at the steering gear machinery and controls in the event of hydraulic fluid leakage.(15) Simple operating instructions with a block diagram showing the changeover procedures for remote steering gear control systems and steering gear power units shall, where applicable, be permanently displayed on the navigating bridge and in the steering gear compartment. (E.R. 1 of 2023)(16) An alternative power supply shall be provided in every ship where the rudder stock is required to be 230 millimetres diameter or over excluding any strengthening for navigation in ice. The alternative power supply shall be provided automatically within 45 seconds either from the emergency source of electric power or from an independent source of power located in the steering gear compartment. The independent source of power shall be used for this purpose only. The alternative power supply shall be at least sufficient to provide power for the steering gear to comply with the performance requirements of subregulation (5)(b) and its associated control system and rudder angle indicator. The alternative power supply shall have a capacity sufficient for at least 30 minutes of continuous operation in every ship of 10,000 tons or over and at least 10 minutes of continuous operation in any other ship.(17) The main steering gear in every ship of 70,000 tons or over shall have two or more identical power units complying with the requirements of subregulation (7)(a) and (b). 69. Electric and electro-hydraulic steering gear (1) Every ship which is fitted with electric or electro-hydraulic steering gear shall be provided with indicators which will show when the power units of such steering gear are running. These indicators shall be situated in the machinery control room or in such other position or positions as the Director may approve and on the navigating bridge.(2) Every such steering gear shall—(a) be served by at least two exclusive circuits fed from the main switchboard one of which may pass through the emergency switchboard where provided; each circuit shall have adequate capacity for supplying all the motors which are normally connected to it and which operate simultaneously, and if transfer arrangements are provided in the steering gear compartment to permit either circuit to supply any motor or combination of motors, the capacity of each circuit shall be adequate for the most severe load condition; the circuits shall be separated as widely as is practicable throughout their length; an auxiliary electric or electro-hydraulic steering gear may be connected to one of the circuits supplying the main steering gear;(b) be provided with short circuit protection and an overload alarm for the protection of the circuits and motors; any protection provided against excess current shall be capable of conducting at least twice the full load current of the motor or motors taking into consideration the motor starting currents; where a three phase supply is used an alarm shall be provided that will indicate the failure of any one of the supply phases; the alarms required by this subparagraph shall be both audible and visual and located in a conspicuous position in the main machinery space or in the control room from which the main machinery is normally controlled. 70. Ventilating systems in machinery spaces Machinery spaces of Category A shall be ventilated so that an adequate supply of air is maintained for the safety and well-being of personnel and the operation of machinery, including boilers, at full power in all weather conditions. Any other machinery space shall be adequately ventilated having regard in particular to the prevention of an accumulation of oil vapour under all normal conditions. 71. Protection against noise (1) In every ship measures shall be taken to reduce noise levels in machinery spaces as far as is reasonable and practicable. On completion of a ship, noise levels in machinery spaces shall be measured in accordance with Schedule 5, and a record of the measurements taken shall be retained on the ship.(2) Noise levels in machinery spaces shall not exceed 110 dB(A) provided that the Director may, under such conditions as he may specify, permit higher noise levels having regard to the size of ship and the type of machinery installed.(3) Any machinery space in which the noise level exceeds 90 dB(A) and which is required to be manned shall be provided with a designated refuge from noise.(4) Every entrance to a machinery space in which the noise level exceeds 85 dB(A) shall be provided with a warning notice comprising a symbol complying with British Standards Institution specification number BS 5378:1980 or other equivalent standard acceptable to the Director and a supplementary sign stating ‘High Noise Levels. Use Ear Protectors’. Sufficient ear protectors shall be provided for use in such spaces. 72. Communication between navigating bridge and machinery space (1) Every ship of Classes I, II and IIA other than a post October 1994 ship shall be provided with two independent means for communicating orders from the navigating bridge to the position in the machinery space or machinery control room from which the main engines are normally controlled. One of the means shall be an engine room telegraph which provides visual indication of the orders and responses both in the machinery space and on the navigating bridge. Means of communication shall also be provided to any other position from which the main propulsion machinery may be controlled.(2) Every post October 1994 ship of Classes I, II and IIA shall be provided with two independent means for communicating orders from the navigating bridge to the position in the machinery space or in the control room from which the speed and direction of thrust of the propellers are normally controlled. One of the means shall be an engine room telegraph which provides visual indication of the orders and responses both in the machinery space and on the navigating bridge. Appropriate means of communication shall be provided from the navigating bridge and the engine room to any other position from which the speed or direction of thrust of the propellers may be controlled.(L.N. 413 of 1995) 73. Engineers’ alarm Every ship of Classes I, II and IIA shall be provided with an engineers’ alarm which shall be clearly audible in the engineers’ accommodation when operated from a position in the machinery space or machinery control room from which the engines are normally controlled. 74. Spare gear Every ship of Classes I, II and IIA shall be provided with sufficient spare gear having regard to the intended service of the ship. Part VI Miscellaneous 75. Application of Part VI Save as provided in regulations 76(2)(a), (c), (ca), (h), (ha) and (k), (5) and (7)(d) and 76A, this Part applies to every ship to which these regulations apply.(L.N. 413 of 1995; L.N. 256 of 2018) 76. Means of escape (1) Every ship shall be provided with doorways, stairways, ladderways and other ways to provide readily accessible means of escape to the lifeboat and liferaft embarkation decks for all persons in the ship from accommodation spaces, service spaces and other spaces in which the crew is normally employed, other than machinery spaces. The means of escape shall be so designed and constructed as to be capable of being easily used by the persons for whom they are intended. The number, width and continuity of such means of escape shall be sufficient, having regard to the number of persons by whom they may be used.(2) Notwithstanding the generality of subregulation (1) in every ship of Classes I, II and II(A) the following shall be complied with—(a) there shall be provided below the bulkhead deck at least two means of escape from each watertight compartment or from each similarly restricted space or group of spaces; at least one of the means of escape provided from each such compartment or from each such space or group of spaces shall be independent of watertight doors; the Director may, in an exceptional case, permit one of the means of escape to be dispensed with having regard to the nature and location of spaces and to the number of persons who normally might be employed there; in the case of post October 1994 ships, where the Director has permitted dispensation, the stairways of the sole means of escape shall not be less than 800 millimetres in clear width with handrails on both sides; (L.N. 413 of 1995)(b) there shall be provided above the bulkhead deck at least two means of escape from each space bounded by main vertical zone bulkheads or from each similarly restricted space or group of spaces;(c) in the case of ships other than post October 1994 ships, at least one of the means of escape required by paragraphs (a) and (b) shall be by means of a readily accessible enclosed stairway, which shall provide continuous fire shelter from the level of its origin to the appropriate lifeboat and liferaft embarkation decks or the highest level served by the stairway, whichever level is the highest; however, where only one means of escape is permitted for the purpose of compliance with paragraph (a), the sole means of escape shall provide satisfactory safe escape; (L.N. 413 of 1995)(ca) in the case of post October 1994 ships, at least one of the means of escape required by paragraphs (a) and (b) shall consist of a readily accessible enclosed stairway, which shall provide continuous fire shelter from the level of its origin to the appropriate lifeboat and liferaft embarkation decks, or to the uppermost weather deck if the embarkation deck does not extend to the main vertical zone being considered; in the latter case, direct access to the embarkation deck by way of external open stairways and passageways shall be provided and shall have emergency lighting provided at the muster and embarkation stations and alleyways, stairways and exits giving access to the muster and embarkation stations, and slip-free surfaces under foot; boundaries facing external open stairways and passageways forming part of an escape route and boundaries in such a position that their failure during a fire would impede escape to the embarkation deck shall have fire integrity, including insulation values, in accordance with the tables set out in regulation 78 of the Merchant Shipping (Safety) (Fire Protection) (Ships Built On or After 1 September 1984) Regulations (Cap. 369 sub. leg. Y); the widths, number and continuity of escapes shall be— (L.N. 157 of 2001; E.R. 1 of 2023)(i) stairways shall not be less than 900 millimetres in clear width; stairways shall be fitted with handrails on each side; the minimum clear width of stairways shall be increased by 10 millimetres for every one person provided for in excess of 90 persons; the maximum clear width between handrails where stairways are wider than 900 millimetres shall be 1,800 millimetres; the total number of persons to be evacuated by such stairways shall be assumed to be two thirds of the crew and the total number of passengers in the areas served by such stairways; the width of the stairways shall conform to the standards not inferior to those adopted by the International Maritime Organization;(ii) all stairways sized for more than 90 persons shall be aligned fore and aft;(iii) doorways and corridors and intermediate landings included in means of escape shall be sized in the same manner as stairways;(iv) stairways shall not exceed 3.5 metres in vertical rise without the provision of a landing and shall not have an angle of inclination greater than 45 degrees;(v) landings at each deck level shall be not less than 2 square metres in area and shall increase by 1 square metre for every 10 persons provided for in excess of 20 persons but need not exceed 16 square metres, except for those landings servicing public spaces having direct access onto the stairway enclosure; (L.N. 413 of 1995)(d) satisfactory protection of access from the stairway enclosures to the lifeboat and liferaft embarkation areas shall be provided;(e) lifts shall not be considered as forming one of the required means of escape;(f) stairways serving only a space and a balcony in that space shall not be considered as forming one of the required means of escape;(g) if a radio office has no direct access to a weather deck, two means of escape shall be provided from the office; the Director may permit one of these escapes to be an opening type window or sidescuttle of sufficient size;(h) in the case of ships other than post October 1994 ships, dead-end corridors shall not be permitted to exceed 7.0 metres in ships carrying not more than 36 passengers and 13.0 metres in ships carrying more than 36 passengers; a dead-end corridor is a corridor or part of a corridor from which there is only one escape route; (L.N. 413 of 1995)(ha) in the case of post October 1994 ships a corridor, lobby, or part of a corridor from which there is only one route of escape shall be prohibited; (L.N. 413 of 1995)(i) in special category spaces and ro/ro cargo spaces the number and disposition of the means of escape both below and above the bulkhead deck shall be adequate, and, in general, the safety of access to the lifeboat and liferaft embarkation decks shall be at least equivalent to that required by paragraphs (a), (b), (c), (d) and (e); (L.N. 413 of 1995)(j) one of the escape routes from the machinery spaces where the crew is normally employed shall avoid access to any special category space or ro/ro cargo space; and (L.N. 413 of 1995)(k) in the case of post January 1994 ships, where public spaces span 3 or more decks and contain combustibles such as furniture and enclosed spaces such as shops, offices and restaurants, each level within the spaces shall have two means of escape, one of which shall give direct access to an enclosed vertical means of escape which meets the requirements specified in paragraph (c). (L.N. 413 of 1995)(3)-(4) No provision.(5) (a) In every ship of Classes I, II and II(A) other than post October 1994 ships, suitable signs shall be displayed in passageways and stairways indicating the direction of escape routes to passenger muster stations. Such signs shall be continuously illuminated and shall be adequate in number and distribution. They shall be capable of being illuminated by the ship’s emergency lighting system.(b) In the case of post October 1994 ships, in addition to the emergency lighting required by regulation 48 of these regulations and the emergency lighting required to be provided at the muster and embarkation stations and alleyways, stairways and exits giving access to the muster and embarkation stations, the means of escape including stairways and exits shall be marked by lighting or photoluminescent strip indicators placed not more than 0.3 metre above the deck at all points of the escape route including angles and intersections. The marking must enable passengers to identify all the routes of escape and readily identify the escape exits. If electric illumination is used, it shall be supplied by the emergency source of power and it shall be so arranged that the failure of any single light or cut in a lighting strip, will not result in the marking being ineffective. Additionally, all escape route signs and fire equipment location markings shall be of photoluminescent material or marked by lighting. Such lighting or photoluminescent equipment shall be evaluated, tested and applied in accordance with the guidelines developed by the International Maritime Organization. This paragraph also applies to the crew accommodation areas of a passenger ship carrying more than 36 passengers. (L.N. 413 of 1995; L.N. 157 of 2001; L.N. 256 of 2018)(6) In every ship the means of escape from any public room which may be used for the purpose of concerts, cinema shows and similar forms of entertainment shall be adequate, having regard to the number of persons who may be in the audience, and the seating shall be arranged in rows to ensure free access to the exits. When in any such public room subdued lighting is used, the exits shall be clearly marked with illuminated signs and any doors shall be constructed to open outwards.(7) In the machinery spaces in every ship of Classes I, II and II(A) there shall be provided from each machinery space two means of escape in compliance with the following provisions—(a) where the space is below the bulkhead deck the two means of escape shall consist of either—(i) two sets of steel ladders as widely separated as possible, leading to doors in the upper part of the space similarly separated and from which access is provided to the appropriate lifeboat and liferaft embarkation decks; one of these ladders shall be provided with continuous fire shelter from the lower part of the space to a safe position outside the space; or(ii) one steel ladder leading to a door in the upper part of the space from which access is provided to such embarkation deck and additionally in the lower part of the space and in a position well separated from the ladder referred to, a steel door capable of being operated from each side and which provides a safe escape route to the appropriate lifeboat and liferaft embarkation decks;(b) where the space is above the bulkhead deck, two means of escape shall be as widely separated as possible and the doors leading from such means of escape shall be in a position from which access is provided to the appropriate lifeboat and liferaft embarkation decks; where such escapes require the use of ladders these shall be of steel;(c) in a ship of less than 1,000 tons the Director may permit one of the means of escape required by this paragraph to be dispensed with having regard to the width and disposition of the upper part of the machinery space; in a ship of 1,000 tons or over the Director may permit one of the means of escape required by this paragraph to be dispensed with, provided that either a door or a steel ladder provides a safe escape route to the lifeboat and liferaft embarkation deck having regard to the nature and location of the space and whether persons are normally employed in that space;(d) in the case of post October 1994 ships, two means of escape shall be provided from a machinery control room located within a machinery space, at least one of which will provide continuous fire shelter to a safe position outside the machinery space. (L.N. 413 of 1995)(8) No provision. 76A. Escape routes A ro/ro passenger ship must comply with the requirements on escape routes specified in regulation 28-1 (except regulation 28-1.1.1) of specified Chapter II-2.(L.N. 256 of 2018) 77. Guard rails, stanchions and bulwarks (1) In every ship bulwarks or guard rails shall be provided on every exposed deck to which any passenger or vehicles may have access. Such bulwarks or guard rails, together with stanchions supporting the guard rails shall meet the requirements laid down in Schedule 6 and be so placed, designed and constructed, and in particular shall be of such a height above the deck as to prevent any passenger who may have access to that deck or any vehicle from accidentally falling therefrom. Any freeing ports fitted in such a bulwark shall be covered by a grid or bars which will prevent any person from falling through the port.(2) No provision. 78. Anchor handling equipment, anchors and chain cables Every ship shall be provided with anchor handling equipment, together with such anchors and chain cables as are sufficient in number, weight and strength, having regard to the size and intended service of the ship. 79. Hawsers and warps Every ship shall be provided with such hawsers and warps as are sufficient in number and strength, having regard to the size and intended service of the ship. 80. Gas welding, flame cutting and domestic gaseous fuel installations (1) Every gas welding, flame cutting or domestic gaseous fuel installation shall be designed, constructed and installed so that the safety of the ship and of the persons on board is not impaired.(2) Every domestic liquefied petroleum gas installation shall be at least in accordance with Merchant Shipping Notice No. M 984. 80A. No asbestos in materials used for structure etc. of ships Materials installed on a ship on or after 1 March 2019 that are used for the structure, machinery, electrical installations or equipment of the ship must not contain asbestos.(L.N. 256 of 2018) Part VIA Miscellaneous: Ships with Special Category or Ro/Ro Cargo Spaces 80B. Application of Part VIA Subject to regulation 1(3)(ii), this Part applies to every ro/ro passenger ship to which these regulations apply.(L.N. 139 of 1994) 80C. (Repealed L.N. 256 of 2018) 80D. Supplementary emergency lighting (1) In addition to the emergency lighting required by Part IV, all passenger public spaces and alleyways shall be provided with supplementary electric lighting that can operate independently of the main and emergency and transitional sources of electric power for at least three hours when the ship is listed up to 90 degrees. The illumination provided shall be such that the approach to the means of escape from the space can be seen. The source of electric power for the lighting shall be accumulator batteries located within the lighting unit that are continuously charged, where practicable, from the emergency switchboard whilst the ship is in service. The lighting shall be of the maintained type so that any failure of the lamp will be immediately apparent. The accumulator batteries shall be replaced in accordance with the service life established by the manufacturer having regard to the ambient temperature to which they are subject in service.(2) A portable rechargeable battery operated hand lamp shall be provided in every crew space alleyway, recreational space and every working space which is normally occupied unless supplementary emergency lighting as required by subregulation (1) is provided. 80E. (Repealed L.N. 256 of 2018) 80EA. Additional requirements for ro/ro passenger ships (1) The applicable requirements on the watertight integrity of access to ro/ro cargo spaces of a ship specified in regulation 20-2 of specified Chapter II-1 must be complied with in relation to a ship.(2) The applicable requirements on the integrity of the hull and superstructure, damage prevention and control specified in regulations 23-2.1, 23-2.2 and 23-2.3 of specified Chapter II-1 must be complied with in relation to a ship.(3) The master of a ship must ensure that the applicable requirements on the supervision, and reporting and recording in the log book of the access to ro/ro cargo spaces specified in regulation 20-2 of specified Chapter II-1 are complied with in relation to the ship.(4) The master of a ship must ensure that the applicable requirements on the restriction of access to ro/ro cargo spaces specified in regulation 20-3 of specified Chapter II-1 are complied with in relation to the ship.(5) The master of a ship must ensure that the applicable requirements on the closure of bulkheads on the ro/ro cargo spaces specified in regulation 20-4 of specified Chapter II-1 are complied with in relation to the ship.(6) The master of a ship must ensure that the applicable requirements on documented operating procedures for closing and securing of watertight doors and other closing appliances specified in regulation 23-2.4 of specified Chapter II-1 are complied with in relation to the ship.(L.N. 256 of 2018) 80EB. Discharges A ship must comply with the requirements on discharge valves for scuppers specified in regulation 37.2.1.2 of specified Chapter II-2.(L.N. 256 of 2018) 80EC. Escape routes A ship must comply with the requirements on escape routes specified in regulation 28-1 (except regulation 28-1.1.1) of specified Chapter II-2.(L.N. 256 of 2018) 80ED. Oil fuel arrangements The oil fuel arrangements of a ship must comply with the requirements specified in regulations 15.2.9 (or the alternative requirement specified in regulation 15.2.12), 15.2.10 and 15.2.11 of specified Chapter II-2.(L.N. 256 of 2018) Part VIB Navigation Bridge Visibility (Part VIB added L.N. 109 of 2001) 80F. Navigation bridge visibility (1) Subject to subregulation (3), every ship which is not less than 45 metres in length constructed on or after 1 July 1998, shall meet the following requirements—(a) the view of the sea surface from the conning position shall not be obscured by more than two ship lengths, or 500 metres, whichever is the less, forward of the bow to 10o on either side under all conditions of draught, trim and deck cargo;(b) blind sector caused by cargo, cargo gear or other obstructions outside of the wheelhouse forward of the beam which obstructs the view of the sea surface as seen from the conning position, shall not exceed 10o and the total arc of blind sectors shall not exceed 20o. The clear sectors between blind sectors shall be at least 5o. However, in the view described in paragraph (a), each individual blind sector shall not exceed 5o;(c) from the conning position the horizontal field of vision shall extend over an arc of at least 225o, that is from right ahead to not less than 22.5o abaft the beam on either side of the ship;(d) from each bridge wing the horizontal field of vision shall extend over an arc of at least 225o, that is from at least 45o on the opposite bow through right ahead and then from right ahead to right astern through 180o on the same side of the ship;(e) from the main steering position the horizontal field of vision shall extend over an arc from right ahead to at least 60o on each side of the ship;(f) the ship’s side shall be visible from the bridge wing;(g) the height of the lower edge of the navigation bridge front windows above the bridge deck shall be kept as low as possible. In no case shall the lower edge present an obstruction to the forward view as described in this regulation;(h) the upper edge of the navigation bridge front windows shall allow a forward view of the horizon, for a person with a height of eye of 1 800 millimetres above the bridge deck at the conning position, when the ship is pitching in heavy seas. The Director, if satisfied that a 1 800 millimetres height of eye is unreasonable and impractical, may allow reduction of the height of eye but not to less than 1 600 millimetres;(i) windows shall meet the following requirements—(i) framing between navigation bridge windows shall be kept to a minimum and not be installed immediately forward of any workstation;(ii) to help avoid reflections, the bridge front windows shall be inclined from the vertical plane top out, at an angle of not less than 10o and not more than 25o;(iii) polarized and tinted windows shall not be fitted; and(iv) at all times regardless of weather conditions, at least two of the navigation bridge front windows shall provide a clear view, and in addition depending on the bridge configuration, an additional number of windows shall provide a clear view.(2) Every ship which is not less than 45 metres in length constructed before 1 July 1998 shall meet the requirements of subregulation (1)(a) and (b) where practicable. However, in complying with such requirements, structural alterations or additional equipment is not required to be made or fitted, as the case may be.(3) Where the Director considers that a ship of unconventional design, which is not less than 45 metres in length constructed on or after 1 July 1998, cannot comply with subregulation (1), the owner and master of the ship shall provide arrangements to achieve a level of visibility to the satisfaction of the Director. Part VII Surveys and Certification 81. Survey requirements (1) All ships shall be subjected to the surveys specified below—(a) an initial survey before the ship first enters service or before a Passenger Ship Safety Certificate or a Passenger Certificate is issued in respect of the ship for the first time;(b) a renewal survey at least once every 12 months for the renewal of the Passenger Ship Safety Certificate, or Passenger Certificate; (L.N. 37 of 2000)(c) an additional survey, either general or partial according to the circumstances, whenever required by the Director under regulation 82(2) or whenever any important repairs or renewals are made.(2) The surveys referred to above shall be carried out by a Government Surveyor as follows—(a) the survey before the ship first enters service shall include a complete inspection of its structure, machinery and equipment, including the outside of the ship’s bottom and the inside and outside of the boilers. This survey shall be such as to ensure that the arrangements, material, and scantlings of the structure and as appropriate the boilers and other pressure vessels and their appurtenances, main and auxiliary machinery, electrical installation and other equipment, fully comply with the requirements of the regulations for ships of the service for which it is intended. The survey shall also be such as to ensure that the workmanship of all parts of the ship and its equipment is in all respects satisfactory;(b) the survey for the renewal of a Passenger Ship Safety Certificate or a Passenger Certificate shall include an inspection of the structure, boilers and other pressure vessels, machinery and equipment, including the outside of the ship’s bottom. The survey shall be such as to ensure that the ship, as regards the structure, and as appropriate the boilers and other pressure vessels and their appurtenances, main and auxiliary machinery, electrical installation and other equipment is in satisfactory condition and fit for the service for which it is intended, and that it complies with the requirements of the appropriate regulations;(c) any additional survey shall be such as to ensure that the necessary repairs or renewals have been effectively made, that the material and workmanship of such repairs or renewals are in all respects satisfactory, and that the ship complies in all respects with the provisions of the appropriate regulations.(L.N. 37 of 2000) 82. Maintenance of conditions after survey (1) After any survey of a ship required by these regulations has been completed, and a Passenger Ship Safety Certificate or a Passenger Certificate, as appropriate, has been issued, the Director may cancel such Certificate if any material change is made to the structural arrangement, machinery, equipment or any other items required by these regulations unless such change is approved by him. (L.N. 37 of 2000)(2) Whenever an accident occurs to a ship or a defect is discovered either of which affects the safety of the ship or the efficiency or completeness of its equipment, the master or owner of the ship shall report at the earliest opportunity to the Director who will cause investigations to be initiated to determine whether a survey is necessary and may thereafter require an additional survey to be carried out. (31 of 2025 s. 103)(3) If at any time the stability information supplied to the master is found to be invalid the Director may withdraw the certificate until new and valid stability information is supplied. (L.N. 139 of 1994) 83. Issue of certificates (1) A certificate called a Passenger Ship Safety Certificate to ships of Classes I and II or a Passenger Certificate to ships of Class IIA shall be issued on completion of a satisfactory survey which shows that the ship complies with these and all other relevant regulations and provisions of the Ordinance which are applicable. The Passenger Ship Safety Certificate shall be supplemented by a Record of Equipment. (L.N. 37 of 2000; E.R. 1 of 2023)(2) When an exemption is granted from a requirement of these regulations which gives effect to a requirement of the Safety of Life at Sea Convention 1974 or of the first Amendments thereto to a ship of Class I or II under and in accordance with the provisions of regulation 2 a certificate called an Exemption Certificate shall be issued in addition to the certificate referred to in subregulation (1).(3) In this regulation, Record of Equipment (設備紀錄) means a record issued by the Director or a person authorized by him setting out the details of safety equipment provided on a ship on the date of issue of the Passenger Ship Safety Certificate. (L.N. 37 of 2000) Editorial Note: Regulation 83 was amended by the Merchant Shipping (Safety) (Passenger Ship Construction and Survey) (Ships Built On or After 1 September 1984) (Amendment) Regulation 2000 (L.N. 37 of 2000) (Commencement date: 1 May 2000). See section 8 of that Regulation for savings. 84. Duration and validity of certificates (1) Any of the certificates under regulation 83 shall be valid for 12 months from the date of issue or for such shorter period as may be specified in the certificate.(2) If the ship at the time when her Passenger Ship Safety Certificate expires is not in Hong Kong or in a port in which it is to be surveyed, the Director may extend the certificate, but such extension shall be granted only for the purpose of allowing the ship to complete its voyage to Hong Kong or to a port in which it is to be surveyed.(3) No certificate shall be extended under the provisions of subregulation (2) for a longer period than 3 months, and a ship to which an extension is granted shall not, on its arrival in Hong Kong or the port in which it is to be surveyed, be entitled by virtue of such extension to leave that port without having obtained a new certificate in accordance with regulation 83. When the renewal survey of the ship is completed, the new certificate issued in consequence of the survey shall be valid for 12 months from the date of expiry of the existing certificate before the extension was granted or for such shorter period as may be specified in the certificate or, if the Director considers it is appropriate in the special circumstances of the case, valid for 12 months from the date of completion of the survey or for such shorter period as may be specified in the certificate.(4) The Director may, on the application of the owner, agent or master of a ship of Class IIA, grant an extension of a Passenger Certificate issued in respect of the ship for a period not exceeding 1 month from the date of expiry of the certificate. (L.N. 37 of 2000)(5) Where a ship in respect of which a Passenger Ship Safety Certificate has been issued is registered in Hong Kong and engaged on short voyages, and the certificate has not been extended under section 29 of the Ordinance nor this regulation, the Director may, on the application of the owner, agent or master of the ship, grant an extension of the certificate for a period not exceeding 1 month from the date of expiry of the certificate. When the renewal survey of the ship is completed, the new certificate issued in consequence of the survey shall be valid for 12 months from the date of expiry of the existing certificate before the extension was granted or for such shorter period as may be specified in the certificate or, if the Director considers it is appropriate in the special circumstances of the case, valid for 12 months from the date of completion of the survey or for such shorter period as may be specified in the certificate. (L.N. 37 of 2000)(6) A Passenger Ship Safety Certificate shall cease to be valid—(a) if the relevant surveys are not carried out within the periods specified under regulation 81(1);(b) if the certificate is not endorsed in accordance with these regulations; or(c) if the ship was registered in Hong Kong when the certificate was issued and has ceased to be so registered. (L.N. 37 of 2000)(L.N. 37 of 2000) Part VIII Equivalents and Penalties 85. Alternative construction, equipment and machinery Where these regulations require that the hull or machinery of a ship shall be constructed in a particular manner, or that particular equipment shall be provided, or particular provision shall be made, the Director may approve the hull or machinery of the ship to be constructed in any other manner or any other equipment to be provided or other provision made, if he is satisfied by trial thereof or otherwise that that other construction or equipment or other provision is at least as effective as that required by these regulations. 85A. Several provisions are passenger ship construction regulations In so far as Hong Kong passenger ships are concerned, regulations 4, 5, 6, 7, 8, 9A, 9B, 9C, 9D, 9I, 10, 11A, 11B, 12, 13, 14, 15, 15A, 16, 17, 18, 18A, 19, 20 (except subregulation (4)(db)), 21, 22, 23, 24, 25, 26, 30, 31, 32, 33, 35, 36, 37, 38, 39, 40, 41, 42, 43, 44, 45, 46, 47, 48, 50, 51, 52, 53, 55, 56, 57, 58, 59, 60, 61, 62, 63, 64, 64A, 65, 66, 67, 67A, 68, 69, 72, 73, 75, 76, 76A, 79, 80, 80A, 80B, 80D, 80EA(1) and (2), 80EC, 80ED and 80F are passenger ship construction regulations for the purposes of section 94 of the Ordinance.(L.N. 256 of 2018) 85B. Offences for Hong Kong passenger ships (1) This regulation applies to a Hong Kong passenger ship.(2) If regulation 20(4)(db), 53A, 54, 70, 71, 74, 77, 78, 80EB or 82(2) is contravened in relation to a ship, the owner and the master of the ship each commits an offence and is liable to a fine at level 3.(3) A person who contravenes regulation 9E, 9F, 9G, 9H, 64A(3) or 80EA(3), (4), (5) or (6) commits an offence and is liable to a fine at level 3.(L.N. 256 of 2018) 86. Offences for non-Hong Kong passenger ships (1) This regulation applies to a passenger ship that is not registered in Hong Kong.(2) If regulation 4, 6, 7, 8, 10, 11A, 11B, 12, 13, 15A, 18, 18A, 19, 21, 22, 23, 24, 25, 26, 31, 32, 33, 35, 36, 37, 38, 39, 40, 41, 43, 44, 45, 46, 47, 48, 50, 51, 52, 53, 53A, 54, 56, 57, 58, 59, 60, 61, 62, 63, 64, 64A(1), 65, 66, 67, 67A, 68, 69, 70, 71, 72, 73, 74, 76, 76A, 77, 78, 79, 80, 80A, 80D, 80EA(1) or (2), 80EB, 80EC, 80ED, 80F or 82(2) is contravened in relation to a ship, the owner and the master of the ship each commits an offence and is liable to a fine at level 3.(3) A person who contravenes regulation 64A(3) or 80EA(3), (4), (5) or (6) commits an offence and is liable to a fine at level 3.(L.N. 256 of 2018) Schedule 1 [reg. 6]Calculation of Maximum Length of Watertight Compartments Part I 1. General (1) For the purpose of this Schedule, except where otherwise specified—(a) all linear measurements shall be in metres; and(b) all volumes shall be in cubic metres and shall be calculated from measurements taken to moulded lines.(2) In this Schedule the symbol “L” denotes the length of the ship as defined in regulation 1.(3) In this Schedule the expression passenger spaces (客艙) shall include galleys, laundries and other similar spaces provided for the service of passengers, in addition to space provided for the use of passengers. 2. Permissible length Subject to the provisions of paragraph 6, the length of a compartment shall not exceed its permissible length. Part II Ships of Class I and Ships of Classes II and II(A) other than those which Comply with Part III of this Schedule 3. Assumptions of permeability The assumptions of permeability which shall be taken into account in determining the floodable length at any point in ships to which this Part applies shall be follows—(a) Machinery space—(i) The assumed average permeability throughout the machinery space shall be determined by the following formula— 85 + 10 (a − c) where v a = volume of the passenger spaces and crew spaces which are situated below the margin line within the limits of the machinery space; c = volume of the between-deck spaces below the margin line within the limits of the machinery space which are appropriated for cargo or stores; and v = volume of the machinery space below the margin line. (ii) In any case in which the average permeability throughout the machinery space, as determined by detailed calculation, is less than that given by the aforesaid formula, the calculated value may be substituted. For the purposes of such calculation, the permeability of passenger spaces and crew spaces shall be taken to be 95, that of all spaces appropriated for cargo or stores shall be taken to be 60, and that of double bottom, oil fuel and other tanks forming part of the structure of the ship shall be taken to be 95 or such lesser figure as the Director may approve in the case of that ship.(b) Portions before and abaft the machinery space—(i) The assumed average permeability throughout the portions of the ship before and abaft the machinery space shall be determined—(1) by the following formula— 63 + 35 a where v a = volume of the passenger spaces and crew spaces which are situated below the margin line before or abaft the machinery space, as the case may be; and v = volume of the portion of the ship below the margin line before or abaft the machinery space, as the case may be; or (2) if the Director so requires by detailed calculation for the purpose of which the permeability of individual spaces within that portion of the ship shall be assumed to be as follows— passenger spaces 95 crew spaces 95 spaces appropriated for machinery 85 spaces appropriated for cargo, stores or baggage rooms 60 tanks forming part of the structure of the ship and double bottoms 95, or such lesser figure as the Director may permit in the case of any ship. (ii) For the purposes of this paragraph a space within a passenger space or crew space shall be deemed to be a part thereof unless it is appropriated for other purposes and is enclosed by permanent steel bulkheads. 4. Factor of subdivision (1) Subject to the provision of subparagraph (5), in the case of ships of 131 metres in length or over, the factor of subdivision F shall be determined by the following formula— F = A − (A − B) (Cs − 23) 100 where A and B are respectively determined in accordance with the provisions of subparagraph (6) and Cs is the criterion numeral determined in accordance with the provisions of paragraph 5.Provided that—(a) where the criterion numeral is equal to 45 or more and simultaneously the computed factor of subdivision F as given by the preceding formula is .65 or less, but more than .50, the subdivision abaft the forepeak shall be governed by the factor .50;(b) where in the case of any ship the factor of subdivision F is less than .4 and the Director is satisfied that it is impracticable to apply the factor of subdivision F in determining the permissible length of a compartment appropriated for machinery, the Director may allow an increased factor not exceeding .4 to be applied to that compartment.(2) Subject to the provisions of subparagraph (5), in the case of ships the length of which is less than 131 metres but not less than 79 metres having a criterion numeral of not less than S, where— S = 3574 − 25L 13 The factor of subdivision F shall be determined by the following formula— F = 1 − (1 − B) (Cs − S) 123 − S where B is the factor determined in accordance with the provisions of subparagraph (6) and Cs is the criterion numeral determined in accordance with the provisions of paragraph 5.(3) In the case of ships the length of which is less than 131 metres but not less than 79 metres and having a criterion numeral less than S the factor of subdivision F shall be unity.(4) In the case of ships the length of which is less than 79 metres the factor of subdivision F shall be unity.(5) In the case of a ship of any length which is intended to carry a number of passenger exceeding 12 but not exceeding— L2 or 50 650 whichever is the lower, the factor of subdivision F shall be determined in the manner provided in subparagraph (3) or (4). (E.R.

1 of 2023)(6) For the purposes of this paragraph the factors A and B shall be determined by the following formulae— A = 58.2 + .18 (where L = 131 metres and upwards) L − 60 B = 30.3 + .18 (where L = 79 metres and upwards) L − 42 5. Criterion of service The criterion numeral for ships to which this Part applies shall be determined by the following formulae—(a) where P1 is greater than P Cs = 72 M + 2P1 V + P1 − P (b) and in all other cases Cs = 72 M + 2P V where— Cs = the criterion numeral; L = the length of the ship (metres) as defined in regulation 1; M = the volume of the machinery space, as defined in regulation 1, with the addition thereto of the volume of any permanent oil fuel bunkers which may be situated above the inner bottom and before or abaft the machinery space; P = the volume of the passenger spaces and crew spaces below the margin line; V = the volume of the ship below the margin line; N = number of passengers which the ship is intended to carry; and P1 = .056LN Provided that—(a) where the value of .056LN is greater than the sum of P and the whole volume of the passenger spaces above the margin line, the figure to be taken as P1 shall be that sum or .037LN whichever is the greater;(b) values of Cs less than 23 shall be taken as 23; and(c) values of Cs greater than 123 shall be taken as 123. 6. Special rules for subdivision (1) Compartments exceeding the permissible length—(a) A compartment may exceed its permissible length provided that the combined length of each pair of adjacent compartments to which the compartment in question is common does not exceed either the floodable length or twice the permissible length, whichever is the less.(b) If one compartment of either of such pairs of adjacent compartments is situated inside the machinery space, and the other compartment thereof is situated outside the machinery space, the combined length of the two compartments shall be adjusted in accordance with the mean average permeability of the two portions of the ship in which the compartments are situated.(c) Where the lengths of two adjacent compartments are governed by different factors of subdivision, the combined length of the two compartments shall be determined proportionately.(d) Where in any portion of a ship bulkheads required by these regulations to be watertight are carried to a higher deck than in the remainder of the ship, separate margin lines may be used for calculating the floodable length of that portion of the ship, if—(i) the two compartments adjacent to the resulting step in the bulkhead deck are each within the permissible length corresponding to their respective margin lines and, in addition, their combined length does not exceed twice the permissible length determined by reference to the lower margin line of such compartments;(ii) the sides of the ship are extended throughout the ship’s length to the deck corresponding to the uppermost margin line and all openings in the shell plating below that deck throughout the length of the ship comply with the requirements of regulation 20 as if they were openings below the margin line.(2) Additional subdivision at forward end—In ships of 100 metres in length or over, the watertight bulkhead next abaft the collision bulkhead shall be fitted at a distance from the forward perpendicular or from the point defined having regard to regulation 7(2) where applicable which is not greater than the permissible length appropriate to a compartment bounded by the forward perpendicular and such bulkhead.(3) Steps in bulkheads—If a bulkhead required by these regulations to be watertight is stepped it shall comply with one of the following conditions—(a) in ships having a factor of subdivision not greater than .90, the combined length of the two compartments separated by such a bulkhead shall not exceed 90% of the floodable length, or twice the permissible length whichever is the less. In ships having a factor of subdivision greater than .90, the combined length of the two compartments shall not exceed the permissible length; or(b) additional subdivision is provided in way of the step to maintain the same measure of safety as that secured by a plane bulkhead; or(c) the compartment over which the step extends does not exceed the permissible length corresponding to a margin line taken 76 millimetres below the step.(4) Recesses in bulkheads—If any part of a recess lies outside vertical surfaces on either side of the ship situated at a distance from the shell plating equal to one-fifth of the breadth of the ship and measured at right angles to the centre line at the level of the deepest subdivision load waterline, the whole of such recess shall be deemed to be a step in a bulkhead for the purposes of subparagraph (3).(5) Equivalent plane bulkheads—Where a bulkhead required by these regulations to be watertight is recessed or stepped an equivalent plane bulkhead shall be assumed in determining the subdivision. (L.N. 440 of 1993)(6) Minimum space of bulkheads—If the distance between two adjacent main transverse bulkheads required by these regulations to be watertight, or their equivalent plane bulkheads or the distance between the transverse planes passing through the nearest stepped portions of the bulkheads is less than .03L + 3.00 metres or 11.00 metres, or 0.1L, whichever is the least, only one of these bulkheads shall be regarded as forming part of the subdivision of the ship.(7) Allowances for local subdivision—Where in a ship a main transverse watertight compartment contains local subdivision and the Director is satisfied that, after any assumed side damage extending over a length of .03L + 3.00 metres, or 11.00 metres, or .1L whichever is the least, the whole volume of the main compartment will not be flooded, a proportionate allowance may be made in the permissible length otherwise required for such compartment. In such a case the volume of effective buoyancy assumed on the undamaged side shall not be greater than that assumed on the damaged side. Allowance under this subparagraph will be made only if the Director is satisfied that such allowance is not likely to prevent compliance with paragraph 2(2) of Schedule 3.(8) Where in any ship the required factor of subdivision is .50 or less, the combined length of any two adjacent compartments shall not exceed the floodable length or twice the permissible length whichever is the less. Part III Ships of Classes II and II(A) other than those which Comply with Part II of this Schedule 7. General rules for subdivision Subject to the modifications set out in this Part, the maximum length of compartments in ships to which this Part applies shall be determined as if they were ships to which Part II applies. 8. Assumptions of permeability in portions before and abaft the machinery space In ships to which this Part applies the assumed average permeability throughout the portions of the ship before and abaft the machinery space shall be determined—(1) by the following formula— 95 − 35 b where v b = the volume of the spaces which are situated below the margin line before or abaft the machinery space, as the case may be, and above the tops of floors, inner bottom or peak tanks, and which are appropriated for use as oil fuel bunkers, store rooms, baggage rooms, mail rooms, chain lockers or fresh water tanks and of spaces appropriated for cargo if the Director is satisfied that the greater part of the volume of the space is intended to be occupied by cargo; and v = the volume of the portion of the ship below the margin line before or abaft the machinery space, as the case may be; or (2) if the Director so requires, by detailed calculation for the purpose of which the permeability of individual spaces within that portion of the ship shall be assumed to be as follows— passenger spaces 95 crew spaces 95 spaces appropriated for machinery 85 spaces appropriated for cargo, stores or baggage rooms 60 tanks forming part of the structure of the ship and double bottoms 95, or such lesser figure as the Director may permit in the case of any ship. 9. Factor of subdivision (1) Subject to the provisions of this paragraph, the factor of subdivision of ships to which this Part applies shall be the factor determined in the manner provided in paragraph 4, or .50, whichever is the less. Provided that if the Director is satisfied in the case of any ship the length of which is less than 91.5 metres that it is impracticable to apply that factor to any compartment, he may allow a higher factor to be applied to that compartment.(2) If in the case of any ship to which this Part applies the Director is satisfied that the quantity of cargo to be carried in the ship will be such as to render impracticable the application abaft the collision bulkhead of a factor of subdivision not exceeding .50, the factor of subdivision of the ship shall be determined as follows—(a) in the case of ships the length of which is 131 metres and upwards, by the formula— F = A − (A − BB) (Cs − 23) 100 (b) in the case of ships the length of which is less than 131 metres but not less than 55 metres, and having a criterion numeral not less than S1, by the formula— F = 1 − (1 − BB) (Cs − S1) 123 − S1 For the purposes of the above formulae— A = 58.2 + 0.18 (where L = 131 metres and upwards) L − 60 BB = 17.6 + 0.20 (where L = 55 metres and upwards) L − 33 S1 = 3712 − 25L 19 Cs = the criterion numeral determined in accordance with paragraph 5 where P1 has the following values— (i) .056LN or 3.5N whichever is the greater for berthed passengers;(ii) 3.5N for unberthed passengers;(c) in the case of ships the length of which is less than 131 metres but not less than 55 metres and having a criterion numeral less than S1, the factor of subdivision F shall be unity;(d) in the case of all ships the length of which is less than 55 metres the factor of subdivision F shall be unity. Part IV No Provision Schedule 2 [reg. 9A](L.N. 139 of 1994)Stability Information The information relating to the stability of a ship to be provided for the master pursuant to regulation 9A shall include particulars appropriate to the ship of the matters specified below. Such particulars shall be in the form of a statement unless the contrary is indicated. Metric units shall be used. (L.N. 139 of 1994) 1. The ship’s name, official number, port of registry, gross and net tonnages, principal dimensions, displacement, deadweight, draught to the summer load line and subdivision load lines. 2. A profile view and plan views of the ship drawn to scale showing with their names all compartments, tanks, storerooms and crew and passenger accommodation spaces, and also showing the mid-length position. 3. The capacity and the centre of gravity (longitudinally and vertically) of every compartment available for the carriage of cargo, fuel, stores, feed water, domestic water or water ballast.In the case of a vehicle ferry, the vertical centre of gravity of compartments for the carriage of vehicles shall be based on the estimated centres of gravity of the vehicles and not on the volumetric centres of the compartments. 4. The estimated total weight of (a) passengers and their effects and (b) crew and their effects, and the centre of gravity (longitudinally and vertically) of each such total weight. In assessing such centres of gravity passengers and crew shall be assumed to be distributed about the ship in the spaces they will normally occupy, including the highest decks to which either or both have access. 5. The estimated weight and the disposition and centre of gravity of the maximum amount of deck cargo which the ship may reasonably be expected to carry on an exposed deck. 6. A diagram or scale showing the load line mark and subdivision load lines in accordance with regulation 25, with particulars of the corresponding freeboards, and also showing the displacement, tonnes per centimetre immersion, and deadweight corresponding in each case to a range of mean draughts extending between the waterline representing the deepest load line and the waterline of the ship in the light condition. 7. A diagram or tabular statement showing the hydrostatic particulars of the ship, including—(1) the heights of the transverse metacentre, and(2) the values of the moment to change trim one centimetre,for a range of mean draughts extending at least between the waterline representing the deepest load line and the waterline of the ship in the light condition. Where a tabular statement is used, the intervals between such draughts shall be sufficiently close to permit accurate interpolation. In the case of ships having raked keels, the same datum for the heights of centres of buoyancy and metacentres shall be used as for the centres of gravity referred to in paragraphs 3, 4 and 5. 8. The effect on stability of free surface in each tank in the ship in which liquids may be carried, including an example to show how the metacentre height is to be corrected. 9. (1) A diagram showing cross curves of stability indicating the height of the assumed axis from which the righting levers are measured and the trim which has been assumed. In the case of ships having raked keels, where a datum other than the top of keel has been used the position of the assumed axis shall be clearly defined. The cross curves shall be determined taking into account the change in trim due to heel.(2) Subject to the following paragraph, only enclosed superstructures shall be taken into account in deriving such curves.(3) The following structures may be taken into account in deriving such curves if the Director is satisfied that their location, integrity and means of closure will contribute to the ship’s stability—(a) superstructures located above the superstructure deck;(b) deckhouses on or above the freeboard deck, whether wholly or in part only;(c) hatchway structures on or above the freeboard deck.(4) An example shall be given to showing how to obtain a curve of righting levers (GZ) from the cross curves of stability.(5) Where the buoyancy of a superstructure is to be taken into account in the calculation of stability information in the case of a vehicle ferry or similar ship having bow doors, ship’s side doors or stern doors, there shall be included in the stability information a specific statement that such doors must be secured weathertight before the ship proceeds to sea and that the cross curves of stability are based upon the assumption that such doors have been so secured. 10. (1) The diagrams and statement referred to in subparagraph (2) shall be provided separately for each of the following conditions of the ship—(a) Light condition. If the ship has permanent ballast, such diagrams and statement shall be provided for the ship in the light condition both (i) with such ballast, and (ii) without such ballast.(b) Ballast condition, both (i) on departure, and (ii) on arrival, it being assumed for the purpose of the latter in this and the following subparagraphs that oil fuel, fresh water, consumable stores and the like are reduced to 10% of their capacity.(c) Loading conditions, both (i) on departure, and (ii) on arrival, when loaded to the deepest subdivision load line with cargo filling all spaces available for cargo, cargo for this purpose being taken to be homogeneous cargo except where this is clearly inappropriate, for example in the case of cargo spaces in a ship which are intended to be used exclusively for the carriage of vehicles or containers.(d) Service loaded conditions, both (i) on departure and (ii) on arrival.(e) A worst anticipated service condition, showing compliance with the curve required by subparagraph (2).(f) In any case where ballasting/deballasting or loading/unloading takes place at sea, intermediate conditions.(2) A curve of minimum operational metacentric height versus draught or maximum operational vertical centre of gravity versus draught based upon compliance with the intact stability requirements of regulation 10 and the damage stability requirements of regulation 11A or 11B and Schedule 3. (L.N. 440 of 1993; L.N. 139 of 1994)(3) (a) A profile diagram of the ship drawn to a suitable small scale showing the disposition of all components of the deadweight.(b) A statement showing the lightweight, the disposition and the total weights of all components of the deadweight, the displacement, the corresponding positions of the centre of gravity, the metacentre and also the metacentric height (GM).(c) A diagram showing a curve of righting levers (GZ) derived from the cross curves of stability referred to in paragraph 9.(4) The metacentric height and the curve of righting levers (GZ) shall be corrected for liquid free surface.(5) Where there is a significant amount of trim in any of the conditions referred to in subparagraph (1) the metacentric height and the curve of righting levers (GZ) shall be required to be determined from the trimmed waterline.(6) If, in the opinion of the Director, the stability characteristics in either or both of the conditions referred to in subparagraph (1)(c) are not satisfactory, such conditions shall be marked accordingly and an appropriate warning to the master shall be inserted. 11. Where special procedures such as partly filling or completely filling particular spaces designated for cargo, fuel, fresh water or other purposes are necessary to maintain adequate stability, instructions as to the appropriate procedure in each case. 12. Such information, as is necessary to enable the master by rapid and simple processes to obtain accurate guidance as to the stability of the ship under varying conditions of service, shall be provided in order that regulations 10, 11A and 11B will be complied with. This information shall be presented in the form of required metacentric height (GM) values or permissible vertical centre of gravity (KG) values and shall be presented in either graphical or tabular form. This information shall be provided on the basis of the ship being at level keel and at trims of 0.4% L and 0.8% L by the bow and by the stern over the range of displacements or mean draughts which are likely to occur in service; provided that for any such ships which are intended to operate at greater trims than are specified in this paragraph additional information shall be included. The Director may permit the substitution of lesser trims by the bow and stern as specified in this paragraph if he is satisfied that such a lesser range of trims are sufficient for the purpose intended because of the characteristics of the particular ship. (L.N. 139 of 1994) 13. A copy of the report on the inclining test and of the calculation therefrom of the light condition particulars. Schedule 3 [regs. 11A, 11B, 16(4), 19(2) & 31(1)(a), Sch. 1 para. 6(7) & Sch. 2 para. 10(2)]Stability in Damaged Condition Part 1 1. Assumptions on which calculations are to be based The sufficiency on intact stability of every ship to which Part IIA of these regulations applies shall be determined by calculation which has regard to the design and construction of the ship, and the damaged compartments, and which is in accordance with the following assumptions—(1) The ship shall be assumed to be in the worst service conditions as regards stability which is likely to be experienced having regard to the intended service of the ship, or damage calculations shall be made over the operational draught range as a basis for curves of required metacentric height (GM) values or permissible vertical centre of gravity (KG) values.(2) The volume permeabilities and surface permeabilities shall be assumed to be as follows— (a) Spaces Permeability Occupied by cargo or stores (in ships carrying goods vehicles and accompanying personnel the permeability of the cargo spaces shall be assumed in accordance with regulation 19(2)) 60 Appropriated for cargo or stores but not occupied by substantial quantities thereof 95 Appropriated as accommodation for passengers and crew 95 Appropriated for machinery 85 Appropriated for liquids 0 or 95, whichever results in the more onerous requirements. (b) Higher surface permeabilities shall be assumed in respect of spaces which, in the vicinity of the damaged water plane, contain no substantial quantity of accommodation or machinery and spaces which are not generally occupied by any substantial quantity of cargo or stores. (3) The extent of damage shall be assumed to be as follows—(a) longitudinal extent: 3.00 metres plus 3% of the length of the ship, or 11.00 metres or 10% of the length of the ship, whichever is the least. Provided that where the required factor of subdivision is .33 or less, the assumed longitudinal extent of damage shall be increased as necessary so as to include any two consecutive main transverse watertight bulkheads;(b) transverse extent: 20% of the breadth of the ship, measured inboard from the ship’s side at right angles to the centre line at the level of the deepest subdivision load waterline taken parallel to the keel;(c) vertical extent: from the base line upwards without limit;(ca) for a ro/ro passenger ship—throughout the ship’s length; (L.N. 256 of 2018)(d) if any damage of lesser extent than that indicated in sub-subparagraphs (a), (b), (c) and (ca) would result in a more severe condition regarding heel or loss of metacentric height, such damage shall be assumed for the purposes of the calculation. (L.N. 256 of 2018)(4) Where the ship is fitted with decks, inner skins or longitudinal bulkheads of sufficient tightness to restrict the flow of water, regard shall be had to such restrictions in the calculation. Part 2 2. Sufficiency of the stability in the damaged condition as applicable to all passenger ships to which Part IIA of these regulations applies, except post 1990 ships The intact stability of the ship shall be deemed to be sufficient if the calculation specified in paragraph 1 shows that, after the assumed damage, the condition of the ship is as follows—(1) In the event of symmetrical flooding—(a) at all stages of flooding there shall be sufficient positive residual stability to the satisfaction of the Director;(b) at intermediate stages of flooding the margin line is not to be submerged unless partial subdivision above the margin line in accordance with regulation 24 limits sufficiently the spread of water along the bulkhead deck and results in an angle of heel not exceeding 20 degrees. In the case of ships carrying vehicles on the bulkhead deck, the angle of heel at intermediate stages of flooding shall not be greater than that which will submerge the margin line;(c) at the final stage of flooding the margin line shall not be submerged and there shall be a positive residual metacentric height of at least 50 millimetres as calculated by the constant displacement method.(2) In the event of asymmetrical flooding—(a) the provisions of subparagraph (1)(a) shall apply;(b) the provisions of subparagraph (1)(b) shall apply;(c) at the final stage of flooding, and after equalization measures, if any, have been taken, the angle of heel is not to exceed 7 degrees and the margin line is not to be submerged.(3) The range of stability in the damaged condition shall be to the satisfaction of the Director. Part 3 3. Sufficiency of stability in the damaged condition as applicable to all passenger ships to which Part IIA of these regulations applies and which are post 1990 ships The intact stability of the ship shall be deemed to be sufficient if the calculation specified in paragraph 1 shows that, after the assumed damage, the condition of the ship is as follows—(1) In the final stage after damage, and after equalization where provided—(a) the positive residual righting lever curve shall have a minimum range of 15 degrees beyond the angle of equilibrium and this range may be reduced to a minimum of 10 degrees, in the case where the area under the righting lever curve is that specified in sub-subparagraph (b), increase by ratio: 15 Range where range is expressed in degrees; (L.N. 109 of 2001) (b) the area under the righting lever curve shall be at least 0.015 metre radians, measured from the angle of equilibrium to the lesser of—(i) the angle at which progressive flooding occurs;(ii) 22 degrees (measured from the upright) in the case of one compartment flooding, or 27 degrees (measured from the upright) in the case of the simultaneous flooding of two or more adjacent compartments;(c) a residual righting lever is to be obtained within the range of positive stability, taking into account the greatest of the following heeling moments— (L.N. 109 of 2001)(i) the crowding of all passengers towards one side;(ii) the launching of all fully loaded davit-launched survival craft on one side;(iii) due to wind pressure as calculated by the formula— GZ (in metres) = heeling moment displacement + 0.04 However, in no case is this righting lever to be less than 0.10 metres;(d) for the purpose of calculating the heeling moments in sub-subparagraph (c), the following assumptions shall be made—(i) moments due to crowding of passengers—(aa) 4 persons per square metre;(bb) a mass of 75 kg for each passenger;(cc) passengers shall be distributed on available deck areas towards one side of the ship on the decks where muster stations are located and in such a way that they produce the most adverse heeling moment;(ii) moments due to launching of all fully loaded davit-launched survival craft on one side—(aa) all lifeboats and rescue boats fitted on the side to which the ship has heeled after having sustained damage shall be assumed to be swung out fully loaded and ready for lowering;(bb) for lifeboats which are arranged to be launched fully loaded from the stowed position, the maximum heeling moment during launching shall be taken;(cc) a fully loaded davit-launched liferaft attached to each davit on the side to which the ship has heeled after having sustained damage shall be assumed to be swung out ready for lowering;(dd) persons not in the life-saving appliances which are swung out shall not provide either additional heeling or righting moment;(ee) life-saving appliances on the side of the ship opposite to the side to which the ship has heeled shall be assumed to be in a stowed position;(iii) moments due to wind pressure—(aa) a wind pressure of 120N/m2 to be applied;(bb) the area applicable shall be the projected lateral area of the ship above the waterline corresponding to the intact condition;(cc) the moment arm shall be the vertical distance from a point at one half of the mean draught corresponding to the intact condition to the centre of gravity of the lateral area;(e) in intermediate stages of flooding the maximum righting lever shall be at least 0.05 metre and the range of positive righting levers shall be at least 7 degrees. In all cases only one breach in the hull and only one free surface need to be assumed.(2) The final condition of the ship after damage and, in the case of asymmetrical flooding, after equalization measures have been taken shall be as follows—(a) in the case of symmetrical flooding there shall be a positive residual metacentric height of at least 50 millimetres as calculated by the constant displacement method;(b) in the case of asymmetrical flooding the angle of heel for one-compartment flooding shall not exceed 7 degrees. For the simultaneous flooding of two or more adjacent compartments a heel of 12 degrees shall not be exceeded;(c) in no case shall the margin line be submerged in the final stage of flooding. At intermediate stages of flooding the margin line is not to be submerged unless partial subdivision above the margin line in accordance with regulation 24 limits sufficiency the spread of water along the bulkhead deck and results in an angle of heel not exceeding 20 degrees. In the case of ships carrying vehicles on the bulkhead deck, the angle of heel at intermediate stage of flooding shall not be greater than that which will submerge the margin line.(L.N. 139 of 1994) Schedule 4 [reg. 13]Construction of Watertight Bulkheads, etc. Ships of Classes I to IIA Inclusive 1. Strength and construction (1) Every bulkhead and other portion of the internal structure forming part of the watertight subdivision of the ship shall be of such strength and so constructed as to be capable of supporting, with an adequate margin of resistance, the pressure due to the maximum head of water which it might have to sustain in the event of damage to the ship not being less than the pressure due to a head of water up to the margin line. Such maximum head shall include any additional head estimated under regulation 11 to result from flooding or heeling.(2) Every such bulkhead and portion shall be constructed of steel and shall comply with the requirements of—(a) In the case of ships which are classed with an authorized classification society, and which are built to their survey requirements, it shall be sufficient for compliance with the requirements of this paragraph, if that classification society certifies that the watertight bulkheads and portions thereof are constructed in accordance with all the requirements of their rules.(b) In the case of ships which are not classed with an authorized classification society but are built to the survey requirements of the Director, it shall be considered that compliance with this paragraph will be met if the bulkhead scantlings comply with the appropriate rules of such a classification society. 2. Bulkheads Bulkhead stiffeners shall not be spaced more than 610 millimetres apart on a collision bulkhead, or more than 914 millimetres on any other watertight bulkhead, unless other structural arrangements can be shown to be equally effective. 3. Watertight decks, steps and flats The horizontal plating of decks, steps and flats required by these regulations to be watertight shall be at least 1 millimetre thicker than that required for watertight bulkheads at corresponding levels. 4. Watertight recesses and trunkways Every recess and trunkway required by these regulations to be watertight shall be so constructed as to provide strength and stiffness at all parts not less than that required for watertight bulkheads at a corresponding level. 5. Watertight tunnels Every tunnel required by these regulations to be watertight shall be constructed with plating of thickness not less than that required for bulkheads other than the collision bulkhead. 6. Watertight inner skins Every inner skin required by these regulations to be watertight shall be of such strength and construction as will enable it to withstand a head of water up to the margin line. 7. Initial tests of bulkheads, watertight decks and flats All main watertight compartments are to be tested to the satisfaction of a Government Surveyor in accordance with the following—(1) The forepeak, double bottom, duct keel and inner skin must be subjected to a head of water up to the margin line.(2) Tanks which are intended to hold liquids, and which form part of the subdivision of the ship, must be tested for tightness with water to a head to the deepest subdivision load line, or to a head corresponding to two-thirds of the depth from the keel to the margin line in way of the tanks, whichever is the greater, provided that in no case should the test head be less than 900 millimetres above the top of the tank. Schedule 5 [reg. 71]Measurement of Noise Levels in Machinery Spaces 1. Noise levels in machinery spaces shall be measured when the largest number of machines that operate simultaneously in service are at their normal service loads. Measurements taken during sea trials at the maximum ahead service speed of the ship will be accepted, as providing the necessary reading. 2. The equipment and procedures for measuring and recording noise levels in machinery spaces shall be generally in accordance with the provisions of the publication entitled “The Code of Practice for Noise Levels in Ships” published by Her Majesty’s Stationery Office (published 1978); or other equivalent standard acceptable to the Director. Schedule 6 [reg. 77]Guard Rails, Stanchions and Bulwarks In order to comply with regulation 77, ships shall be provided with guard rails and stanchions and bulwarks as follows—(1) Ships of Class IWhere guard rails and stanchions are fitted, the top of the uppermost rails shall be not less than 1.00 metre high, and the rails shall be not more than 230 millimetres apart, unless strong netting is fitted. Where bulwarks are fitted, they shall be at least 1.00 metre high, and the freeing ports therein shall be fitted with suitable grids, for the protection of the passengers on board.The height of the rails is to be taken as the distance measured from the top of the uppermost rail to the top of the deck at a point vertically below the inner edge of the rail, or, if the deck has a waterway, to the top of the deck plank next to the waterway.(2) Ships of Classes II and II(A)The requirements of subparagraph (1) apply subject to the following modifications—All parts of the freeboard deck to which passengers have access shall be fitted with bulwarks not less than 1.220 metres in height. Other parts of the freeboard deck, and decks above the freeboard deck shall be provided with guard rails and stanchions, or bulwarks not less than 1.00 metre in height.