Merchant Shipping (Safety) (Cargo Ship Construction and Survey) (Ships Built Before 1 September 1984) Regulations
(Cap. 369, sections 96, 107 and 112B)
(Enacting provision omitted—E.R. 2 of 2024)
[2 August 1991]
(Format changes—E.R. 2 of 2024)
These regulations may be cited as the Merchant Shipping (Safety) (Cargo Ship Construction and Survey) (Ships Built Before 1 September 1984) Regulations.
(Omitted as spent—E.R. 2 of 2024)
In these regulations—
‘A’ Class division (‘A’級隔板) has the meaning of “A” Class division given by regulation 1(3) of the Merchant Shipping (Safety) (Fire Protection) (Ships Built On or After 1 September 1984) Regulations (Cap. 369 sub. leg. Y); (L.N. 250 of 2018) accommodation spaces (起居艙) means passenger spaces, corridors, lavatories, cabins, offices, crew spaces, barbers shops, pantries not containing cooking appliances and lockers, and similar spaces; 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. 250 of 2018) anniversary date (周年日期) means the date in each year corresponding to the date of expiry of the cargo ship safety construction certificate; ‘B’ Class division (‘B’級隔板) means a bulkhead, deck, ceiling or lining which is— (a)so constructed as to be capable of preventing the passage of flame to the end of the first 30 minutes of the standard fire test; (E.R. 2 of 2024) (b)constructed of approved non-combustible materials, and all materials entering into construction and erection of ‘B’ Class divisions shall be non-combustible, except where in accordance with regulation 12 the use combustible material is not precluded; ‘B’ Class panel (‘B’級鑲板) means a panel complying with the requirements of regulation 12; bulk carrier (散裝貨輪) means a ship which is constructed generally with single deck, top-side tanks and hopper side tanks in cargo spaces, and is intended primarily to carry dry cargo in bulk, and includes such types as ore carriers and combination carriers; (L.N. 479 of 1996) bulkhead deck (艙壁甲板) means the deck up to which the majority of transverse watertight bulkheads are carried; ‘C’ Class division (‘C’級隔板) means a bulkhead, ceiling or lining which is constructed of suitable non-combustible materials not being an ‘A’ Class division or a ‘B’ Class division; cargo control station (貨物控制站) means a space from which the loading, discharging or transferring of any oil cargo may be controlled; cargo pump room (貨泵房) means a room in which any pumps used for loading, discharging or transferring oil cargoes are located; Certifying Authority (核證當局) means the Director or any person authorized by the Director where appropriate; chemical tanker (化學品液貨船) means a cargo ship constructed or adapted and used for the carriage in bulk of any liquid product listed in either Chapter 17 of the International Code for the Construction and Equipment of Ships Carrying Dangerous Chemicals in Bulk adopted by the Maritime Safety Committee by Resolution MSC.4(48), or Chapter VI of the Code for the Construction and Equipment of Ships Carrying Dangerous Chemicals in Bulk adopted by the Assembly of the International Maritime Organization by Resolution A.212(VII); (L.N. 479 of 1996) combination carrier (油類／散貨兩用船) means a ship designed to carry either oil or solid cargoes in bulk; (L.N. 479 of 1996) conning position (指揮位置) means the position from which the navigation of a ship is controlled; (L.N. 106 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. 250 of 2018) continuous ‘B’ Class ceiling or lining (連續‘B’級艙內鋪板或襯板) means a ‘B’ Class ceiling or lining which terminates only at an ‘A’ Class or ‘B’ Class division; 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 or fire control equipment are located; deadweight (載重量) means the difference in tonnes between the displacement of a ship at the summer load waterline and the lightweight of the ship; Director (處長) means the Director of Marine; 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; gas carrier (氣體運輸船) means a cargo ship constructed or adapted and used for the carriage in bulk of any liquefied gas or other product listed in either Chapter 19 of the International Code for the Construction and Equipment of Ships Carrying Liquefied Gases in Bulk adopted by the Maritime Safety Committee by Resolution MSC.5(48) or Chapter XIX of the Code for the Construction and Equipment of Ships Carrying Liquefied Gases in Bulk adopted by the International Maritime Organization by Resolution A.328(IX); (L.N. 479 of 1996) Hong Kong ship (香港船舶) means a ship which is registered in Hong Kong; Hong Kong tanker (香港液貨船) means a tanker registered in Hong Kong; lightweight (空載重量) means the displacement of a ship in tonnes without cargo, oil fuel, lubricating oil, ballast and fresh water in tanks, stores and crew and their effects; machinery control room (機械控制室) means a room from which the propelling machinery and boilers serving the needs of propulsion may be controlled; machinery space (機艙) means any machinery space of Category A and any other space containing propelling machinery, boilers, oil fuel units, steam and internal combustion engines, generators and major electrical machinery, oil filling stations, refrigerating, stabilizing, ventilation and air conditioning machinery, and similar spaces; and trunks to such spaces; machinery space of Category A (A類機艙) means any 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 373 kW, or (b)any oil-fired boiler or oil fuel unit; and trunks to such spaces; maximum service speed (最大航速) means the greatest speed which the ship is designed to maintain at sea at her 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; navigable speed (可航行速度) means the minimum speed at which the ship can be effectively steered in the ahead direction; non-combustible material (非可能燃燒物料) means a material which when heated to a temperature of 750°C neither flames for longer than 10 seconds duration, nor raises either its internal temperature or the temperature of the test furnace more than 50°C above 750°C when tested in accordance with British Standard 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; 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 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; (E.R. 2 of 2024) oil tanker (油輪) means a ship constructed or adapted primarily to carry oil in bulk in its cargo spaces and includes a combination carrier or a chemical tanker when it is carrying a cargo or part cargo of oil in bulk; (L.N. 479 of 1996) Reid vapour pressure (雷德蒸氣壓力) means the vapour pressure of a liquid as determined by laboratory testing in a standard manner in the Reid apparatus; service space (服務艙) includes galleys, pantries containing cooking appliances, laundries, store rooms, workshops other than those forming part of machinery spaces, 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; standard fire test (標準耐火測試) means a test in which a specimen of the relevant ‘A’ Class or ‘B’ Class division having an exposed surface area of not less than 4.65 square metres and a bulkhead height or deck length of 2.44 metres resembling as closely as possible the intended construction and including where appropriate at least one joint, is exposed in a test furnace to a series of time temperature relationships, approximately as follows—at the end of the first 5 minutes 538°Cat the end of the first 10 minutes 704°Cat the end of the first 30 minutes 843°Cat the end of the first 60 minutes 927°C; 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; suitable (適合) in relation to material means approved by the Director as suitable for the purpose for which it is used; surface spread of flame (表面火焰蔓延) means the surface spread of flame when tested in accordance with an established test procedure to the satisfaction of the Director; surveyor (驗船師) means a surveyor appointed by a Certifying Authority or a Government surveyor appointed under section 5 of the Ordinance; (21 of 2024 s. 78) tanker (液貨船) means a cargo ship constructed or adapted for the carriage in bulk of liquid cargoes of a flammable nature and, except where the context otherwise requires, includes a gas carrier and a chemical tanker; (L.N. 479 of 1996) tons (噸) means gross tons and the gross tonnage of a ship having alternative gross tonnages shall be taken to be the larger of those tonnages; upper deck (上甲板) means the uppermost complete deck exposed to the sea and weather fitted as an integral part of the ship’s structure, being a deck, openings in the weather portions of which are fitted with permanent means of closing and below which all openings in the sides of the ship are fitted with permanent means of watertight closing.Subject to subregulations (4), (6A) and (7), Parts I, II, IIIB, IV, VI and VII apply in relation to ships which are sea-going Hong Kong ships or 500 tons or over, except— (L.N. 106 of 2001)
passenger ships;
troopships;
any trawler to which Part XII of the Merchant Shipping Ordinance (Cap. 281) applies;
any vessel which is for the time being used for any purpose by the Hong Kong Government or any state;
any vessel authorized by virtue of a passenger and safety certificate to carry passengers within river trade limits;
(Repealed 43 of 1999 s. 91)
ships not propelled by mechanical means.
Subject to subregulations (4), (6A) and (7), Parts I, II, IIIB, VI and VII apply in relation to all other sea-going ships of 500 tons or over (except passenger ships, troopships, fishing vessels and ships not propelled by mechanical means) while they are within the waters of Hong Kong. (L.N. 106 of 2001)
Subject to subregulation (7), regulations 3 (except subregulation (1)), 5 to 19 inclusive, 20(2), 25(2), 27(2)(c) and (d), 31, 32 (except subregulation (1)) and 36(2) shall not apply to any ship the keel of which was laid before 26 May 1965. (L.N. 149 of 2021)
Subject to subregulations (6A) and (7), regulation 4(2) shall apply only to Hong Kong ships the keels of which were laid or were at a similar stage of construction on or after 25 May 1980.
Subject to subregulations (6A) and (7), Section III of Part II shall apply only to Hong Kong ships the keels of which are laid or are at a similar stage of construction on or after 1 May 1981.
Subject to subregulations (6) and (6A), in relation to tankers carrying crude oil and petroleum products having a closed flashpoint not exceeding 60°C, and the Reid vapour pressure of which is below that of atmospheric pressure, or other liquids having a similar fire hazard, which are—
sea-going Hong Kong tankers of 500 tons or over, all Parts of these regulations shall apply where—
the keels were laid, or were at a similar stage of construction, before 1 July 1975 but were completed on or before 1 January 1979; or
the keels were laid, or were at a similar stage of construction, on or after 1 July 1975 but before 1 July 1977, except that in the case of such ships, the building contracts of which were signed before 1 July 1975 and were completed before 1 January 1979, the following regulations shall not apply—
regulation 62(1) and (4) (use of non-combustible material in certain bulkheads);
regulation 63(1)(a) and (b) (use of non-combustible materials for ceilings, linings, framing, grounds and joint pieces but not including continuous ceilings and linings referred to in regulation 62(3) or the framing, grounds and joint pieces of such continuous ceilings and linings); or
the keels were laid, or were at a similar stage of construction, on or after 1 July 1977; and
sea-going Hong Kong tankers of 500 tons or over, all Parts of these regulations shall apply where they were converted into or adapted to be tankers carrying such products on or after 25 May 1980; and
sea-going tankers of 500 tons or over, all Parts of these regulations shall apply where the keels were laid or were at a similar stage of construction on or after 25 May 1980, while they are within the waters of Hong Kong; and
sea-going tankers of 500 tons or over, all Parts of these regulations shall apply where they were converted into or adapted to be tankers carrying such products, on or after 25 May 1980, while they are within the waters of Hong Kong.
Regulations 11 to 19 inclusive (fire protection) shall not apply to—
Hong Kong tankers carrying crude oil and petroleum products having a closed flashpoint not exceeding 60°C and the Reid vapour pressure of which is below that of atmospheric pressure or other liquids having a similar fire hazard, the keels of which were laid or which were at a similar stage of construction, on or after 1 July 1975, or were laid or were at a similar stage of construction before that date but were completed after 31 December 1978, or where they were converted into or adapted to be tankers carrying such products, on or after 25 May 1980;
other such sea-going tankers of 500 tons or over, the keels of which were laid or were at a similar stage of construction on or after 25 May 1980, or where they were converted into or adapted to be tankers carrying such products, on or after 25 May 1980.
These regulations shall in relation to ships apply only to ships the keels of which were laid or which were at a similar stage of construction before 1 September 1984.
The Director may grant exemptions from all or any of the provisions of these regulations (as may be specified in the exemption) for classes of cases or individual cases on such terms (if any) as he may so specify and may, subject to giving reasonable notice, alter or cancel any such exemption.
(Repealed L.N. 149 of 2021)
Hong Kong ships which undergo repairs, alterations, modifications and outfitting related thereto shall comply with the requirements of these regulations to at least the same extent as they did before undergoing such repairs, alterations, modifications or outfitting. Hong Kong ships which undergo repairs, alterations and modifications of a major character shall meet the requirements of the Merchant Shipping (Safety) (Cargo Ship Construction and Survey) (Ships Built On or After 1 September 1984) Regulations (Cap. 369 sub. leg. S) in so far as the Director deems reasonable and practicable except where such repairs, alterations and modifications were commenced before or were carried out pursuant to a contract entered into before these regulations came into operation . (E.R. 2 of 2024)
Nothing in these regulations shall apply to any ship which is not a Hong Kong ship by reason of her being within the waters of Hong Kong if she would not have been therein but for stress of weather or any other circumstances that which could not have been prevented by the master or the owner or the charterer (if any).
The structural strength of every ship to which these regulations apply and the number and disposition of transverse watertight bulkheads shall be adequate for the service for which the ship is intended.
In every ship to which these regulations apply in which a watertight door is provided to maintain the watertight integrity of a bulkhead, every such watertight door shall be made of suitable material and shall be efficiently constructed for its intended duty.
Every watertight door of the sliding type shall be capable of being operated by efficient hand operated gear both at the door itself and from an accessible position above the bulkhead deck.
The operating gear for operating from above the bulkhead deck any sliding watertight door fitted in the bulkhead of a machinery space shall be situated outside the machinery space unless such a position is inconsistent with the efficient arrangement of the necessary gearing.
Where there is access from the lower part of a machinery space to a watertight shaft tunnel the access opening shall be provided with a sliding watertight door which shall be capable of being operated locally from both sides of the door.
Means shall be provided at remote operating positions to indicate when a sliding door is closed.
Watertight doors shall be capable of being operated when the ship is listed up to 15 degrees either way.
Every ship to which these regulations apply shall be provided with efficient bilge pumping plant and means for drainage so arranged that water entering any part of the hull, up to the bulkhead deck, other than a space permanently appropriated for the carriage of fresh water, water ballast, oil fuel or liquid cargo and for which other efficient means of pumping or drainage are provided, can be pumped out through at least one suction pipe when the ship is on an even keel or is listed not more than 5 degrees either way. Wing suctions shall be provided where necessary for this purpose. Efficient means shall be provided whereby water may easily flow to the suction pipes: The means of pumping and drainage in compartments of the ship is dispensed with provided that the Director is satisfied the safety of the ship is not thereby impaired.
Provision shall be made for the drainage of enclosed cargo spaces situated on the bulkhead deck of any ship: The means of drainage in compartments of the ship is dispensed with provided that the Director is satisfied that, by reason of the size or internal subdivision of the enclosed cargo spaces situated on the bulkhead deck of the ship, the safety of the ship is not thereby impaired. Where the freeboard to the bulkhead deck is such that the deck edge is not immersed when the ship heels 5 degrees either way, the required drainage shall be by means of a suitable number and size of deck scuppers discharging directly overboard fitted in accordance with paragraph 12 of Schedule 4 to the Merchant Shipping (Safety) (Load Line) Regulations (Cap. 369 sub. leg. AD). In all other cases, internal drainage 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. (E.R. 2 of 2024)
In every ship to which these regulations apply, 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 Schedule 3.
Every such ship, being a ship in which electrical power is the only power for maintaining auxiliary services essential for the propulsion or safety of the ship, shall be provided with two or more generating sets of such power that the aforesaid services can be operated when any one of the sets is out of service.
Where the electrical load includes services essential for the propulsion or safety of the ship and the normal sea load is such that two or more generators are required to operate in parallel, arrangements shall be made to trip automatically sufficient non-essential load when the total current exceeds the connected generator capacity.
In every ship to which these regulations apply being a ship of 5,000 tons or over there shall be provided in a position above the uppermost continuous deck and outside the machinery casings a self-contained emergency source of electrical power so arranged as to ensure its functioning in the event of fire or other casualty causing failure of the main electrical installation.
In every such ship the emergency source of electrical power required by subregulation (1) shall be capable of operating simultaneously for a period of at least 6 hours the following services—
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, and at each survival craft, its launching appliance, and the area of water into which the survival craft is to be launched; (L.N. 153 of 2001)
an emergency lighting system which shall be provided in the main machinery space, the space containing the ship’s main electric generating plant, on the navigating bridge and in the chartroom;
the general alarm, if electrically operated;
the ship’s navigation lights if solely electric; and
the daylight signalling lamp if it is operated by the ship’s main source of electrical power.
In every such ship the emergency source of electrical power shall be either accumulator (storage) batteries capable of complying with the requirements of subregulation (2) without being recharged or suffering an excessive voltage drop or a generator driven by internal combustion type machinery with an independent fuel supply and with efficient starting arrangements and the fuel provided for such machinery shall have a flash point of not less than 43°C.
The emergency source of electrical power shall be so arranged that it will operate efficiently when the ship is listed 22 1/2 degrees and when the trim of the ship is 10 degrees from an even keel.
Provision shall be made for the periodical testing of the emergency source of electrical power and its associated circuits.
In every ship to which these regulations apply being a ship of 1,600 tons or over but of under 5,000 tons there shall be provided in a position above the uppermost continuous deck or raised quarter-deck and outside the machinery casings a self-contained emergency source of electrical power so arranged as to ensure its functioning in the event of fire or other casualty causing failure of the main electrical installation.
In every such ship the emergency source of electrical power required by subregulation (1) shall be capable of operating simultaneously for a period of at least 3 hours the following services—
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, and at each survival craft, its launching appliance, and the area of water into which the survival craft is to be launched; (L.N. 153 of 2001)
the general alarm, if electrically operated;
the ship’s navigation lights if solely electric.
In every such ship the emergency source of electrical power shall be either accumulator (storage) batteries capable of complying with the requirements of subregulation (2) without being recharged or suffering an excessive voltage drop or a generator driven by internal combustion type machinery with an independent fuel supply and with efficient starting arrangements and the fuel provided for such machinery shall have a flash point of not less than 43°C.
The emergency source of electrical power shall be so arranged that it will operate efficiently when the ship is listed 22 1/2 degrees and when the trim of the ship is 10 degrees from an even keel.
Provision shall be made for the periodical testing of the emergency source of electrical power and its associated circuits.
In every ship to which these regulations apply being a ship of under 1,600 tons not having its main source of electrical power situated above the uppermost continuous deck or raised quarter deck and outside the machinery casings there shall be provided in a position above the uppermost continuous deck or raised quarter deck and outside the machinery casings a self-contained emergency source of electrical power so arranged as to ensure its functioning in the event of fire or other casualty causing failure of the main electrical installation.
In every such ship the emergency source of electrical power required by subregulation (1) shall be capable of operating simultaneously for a period of at least 3 hours the following services—
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, and at each survival craft, its launching appliance, and the area of water into which the survival craft is to be launched; (L.N. 153 of 2001)
the general alarm, if electrically operated;
the ship’s navigation lights if solely electric.
In every such ship the emergency source of electrical power shall be either accumulator (storage) batteries capable of complying with the requirements of subregulation (2) without being recharged or suffering an excessive voltage drop or a generator driven by internal combustion type machinery with an independent fuel supply and with efficient starting arrangements and the fuel provided for such machinery shall have a flash point of not less than 43°C.
The emergency source of electrical power shall be so arranged that it will operate efficiently when the ship is listed 22 1/2 degrees and when the trim of the ship is 10 degrees from an even keel.
Provision shall be made for the periodical testing of the emergency source of electrical power and its associated circuits.
Every ship to which these regulations apply 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 Certifying Authority may approve, and on the navigating bridge.
In every such ship of 5,000 tons or over the following provisions shall apply—
electric and electro-hydraulic steering gear shall be served by two circuits fed from the main switchboard, one of which may pass through the emergency switchboard, if one is 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 room 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;
only short circuit protection shall be provided for such circuits and motors.
In every such ship of under 5,000 tons in which electrical power is the sole source of power for both main and auxiliary steering gear, the arrangements shall comply with the requirements of subregulation (2), except that if the auxiliary steering gear is powered by a motor primarily intended for other services, suitable overload protection shall be fitted. Only short circuit protection shall be provided for the motors and power circuits of any electrically or electro-hydraulically operated main steering gear fitted in any ship of less than 5,000 tons.
In every ship to which these regulations apply 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. Subject to the provisions of subregulation (2), where electrical equipment supplied as ship’s equipment is to be operated at a voltage in excess of 55 volts, the exposed metal parts of such 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.
Exposed metal parts of portable electric lamps, tools and similar apparatus, supplied as ships’ equipment to be operated at a voltage in excess of 55 volts, shall be earthed through a conductor in the supply cable, unless by the use of double insulation or a suitable isolating transformer protection at least as effective as earthing through a conductor is provided. When electric lamps, tools or other apparatus are used in damp spaces, provision shall be made, so far as practicable, to ensure that the danger of electric shock is reduced to a minimum.
Every main and emergency switchboard shall be so arranged as to give easy access to the back and the front thereof 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 the front where necessary. No exposed parts which may have a voltage between conductors or to earth exceeding 250 volts direct current or 55 volts alternating current shall be installed on the face of any switchboard or control panel.
The hull return system of distribution shall not be used in any ship to which these regulations apply, but the Director may exempt any such ship, other than a tanker, from this regulation.
In every ship to which these regulations apply every electric cable shall, at every position at which an electrical fault may cause a fire, be flame-retardant sheathed or armoured or otherwise equally effectively protected. All metal sheaths and metal armour of electric cable in every such ship shall be electrically continuous and shall be earthed.
In every such ship lighting fittings shall be arranged to prevent rises in temperature which would be injurious to the electric wiring thereof or which would result in a risk of fire in the surrounding material.
In every such ship electric wiring shall be supported in such a manner as to avoid chafing and other injury.
Every separate electrical circuit shall be protected against short circuit.
In every such ship each separate electrical circuit, other than a circuit which operates the ship’s steering gear or any other circuit in respect of which the Director grants an exemption, shall 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.
In every such ship all accumulator (storage) batteries shall be housed in boxes or compartments which are constructed to protect the batteries from damage and are ventilated to minimize the accumulation of explosive gas. Devices liable to arc shall not be installed in any compartment assigned principally to accumulator batteries.
Every electric space-heater forming part of the equipment of such 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.
Regulations 12 to 18 shall (subject to the provisions of regulation 1(4)(a) and (6)) apply to ships of 4,000 tons or over.
If a bulkhead is required by these regulations to be constructed of ‘B’ Class panels, such panels— (L.N. 250 of 2018)
shall be so constructed as to be capable of preventing the passage of flame to the end of the first one-half hour of the standard fire test;
shall have an insulation value such that the average temperature of the unexposed side will not rise more than 139°C (250°F) above the original temperature, nor will the temperature at any one point, including any joint, rise more than 225°C (405°F) above the original temperature, within the time listed below—
| Class “B-15” | 15 minutes | |
| Class “B-0” | 0 minute | (E.R. 2 of 2024) |
shall be constructed of approved non-combustible materials and all materials entering into the construction and erection of ‘B’ Class panels shall be non-combustible, except where on a cargo ship the use of combustible materials is not precluded, in which case it shall comply with the temperature rise limitation specified in paragraph (b) up to the end of the first one-half hour of the standard fire test.
The hull, superstructure, structural bulkheads, decks and deck-houses shall be constructed of steel or of such other suitable materials as the Director may permit in special cases, having regard to the risk of fire.
The corridor bulkheads serving accommodation spaces and control stations shall be constructed of steel or of ‘B’ Class panels.
In every ship to which these regulations apply doorways and similar openings in corridor bulkheads shall be capable of being closed by permanently attached doors or by shutters.
In every such ship the number of ventilation openings in such bulkheads shall be kept to a minimum. Such openings shall, so far as is reasonably practicable, be provided only in or under doors and shall, wherever practicable, be in the lower part of the door.
In every ship to which these regulations apply interior stairways, ladders and crew lift trunks within accommodation spaces shall be constructed of steel or other equivalent material.
The boundary bulkheads of any emergency generator room and the bulkheads separating a galley, paint-room, lamp-room, or boatswain’s store from an accommodation space shall be constructed of steel or other equivalent material.
Deck coverings within accommodation spaces and control stations on the deck forming the crown of machinery and cargo spaces shall be of a type which will not readily ignite.
Paints, varnishes and other surface materials having a nitrocellulose or other highly flammable base shall not be used in accommodation spaces, machinery spaces or control stations.
Pipes intended to convey oil or other flammable liquids shall be of a material acceptable to the Certifying Authority having regard to the risk of fire.
Overboard scuppers, sanitary discharges or other outlets close to or below the waterline shall not be of a material likely to fail in the event of fire and thereby give rise to a danger of flooding.
Cellulose-nitrate film shall not be used in cinematograph installations.
Subject to the provisions of regulation 1(6), in every ship to which these regulations apply the skylights to spaces containing main propulsion machinery or oil-fired boilers or auxiliary internal combustion type machinery of a total power of 746 kilowatts or over shall be capable of being closed and, where practicable, opened from outside the space in the event of fire and, where they contain glass panels, such panels shall be of fire resisting construction fitted with wire reinforced glass and shall have external, permanently attached shutters of steel or other equivalent material.
Windows may be fitted in engine casings provided that the Director is satisfied that they are necessary and will not constitute a fire hazard. Where such windows are fitted they shall be of a non-opening type and shall be of fire resisting construction fitted with wire reinforced glass and shall have external, permanently attached shutters of steel or other equivalent material.
In every ship to which these regulations apply the machinery, boilers and other pressure vessels 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.
Without prejudice to the generality of the foregoing, means shall be provided which will prevent overpressure in any part of such machinery, 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: only one safety valve need be fitted in every boiler and every unfired steam generator if the Director is satisfied that adequate protection against overpressure is provided.
In every ship to which these regulations apply 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—
the design and the material of which it is constructed;
the purpose for which it is intended to be used; and
the working conditions under which it is intended to be used,
and every such boiler or other pressure vessel and its respective mountings shall be maintained in an efficient condition.
In every such ship provision shall be made which will facilitate the cleaning and inspection of every pressure vessel.
In every ship to which these regulations apply 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.
In every such ship where risk from over-speeding of machinery would otherwise exist, means shall be provided to ensure that the safe speed is not exceeded.
In every such ship 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—
the design and the material of which they are constructed;
the purpose for which they are intended to be used; and
the working conditions under which they are intended to be used,
and such parts shall be maintained in an efficient condition.
Every ship to which these regulations apply shall have sufficient power for going astern to secure proper control of the ship in all normal circumstances.
In every ship to which these regulations apply every shaft shall be so designed and constructed that it will 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;
the service for which it is intended; and
the type of engines by which it is driven or of which it forms a part.
In every ship to which these regulations apply every boiler which provides services essential for the safety of the ship and which could be rendered dangerous by the failure of its feed water supply 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.
If in any such ship 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.
Every feed check valve, fitting, or pipe through which feed water passes from a pump to such boilers in any such ship 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.
In every ship to which these regulations apply 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—
the material of which it is constructed; and
the working conditions under which it will be used.
Without prejudice to the generality of the foregoing, every such steam pipe or fitting shall, before being put into service for the first time, be subjected to a test by hydraulic pressure to a pressure suitably in excess of the working pressure to be determined having regard to the requirements of subregulation (1)(a) and (b) and every such steam pipe or fitting shall be maintained in an efficient condition.
Steam pipes shall be adequately supported.
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.
Efficient means shall be provided for draining every such 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.
If in any ship to which these regulations apply a steam pipe may 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.
In every ship to which these regulations apply, being a 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 an efficient air system which shall include a sufficient number of air compressors and compressed air storage vessels to ensure that an adequate supply of compressed air is available under all conditions likely to be met in service.
In every such ship the parts of every such compressed air system other than a pneumatic control system which are subjected to air pressure shall be designed and constructed to withstand, with an adequate factor of safety, the maximum working stresses to which they may be subjected, and every air pressure pipe or fitting in such system shall, before being put into service for the first time, be subjected to a hydraulic test suitably in excess of the maximum working pressure to which it may be subjected and be maintained in an efficient condition.
Means shall be provided in any such ship to prevent overpressure in any part of any such 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.
Provision shall be made to reduce to a minimum entry of oil into any such air pressure system and to drain the system. Provision shall also be made to protect the system from the effects of internal explosion.
In every ship to which these regulations apply 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 entirely separate from the compressor discharge pipe system.
In every ship to which these regulations apply in which cooling water services are essential for the running of the propelling machinery there shall be at least two means of operating such water services.
In every ship to which these regulations apply in which oil for lubrication, cooling or operation of the main propelling machinery and its ancillary services is circulated under pressure, provision shall be made so that in the event of the failure of a pump an alternative means of circulating such oil is available.
In every ship to which these regulations apply oil fuel provided for use in boilers or machinery shall have a flash point of not less than 60°C (closed test): provided that the Director may, subject to such conditions as he may impose—
permit any ship to use oil fuel having a flash point of not less than 55°C in boilers, or oil fuel having a flash point of not less than 43°C in internal combustion type machinery;
permit the use of gaseous fuel in ships designed for the carriage of liquefied gas if such fuel results solely from evaporation of the cargo carried.
Nothing in this subregulation shall apply to fuel provided for machinery permitted by regulation 6(3)(a), 7(3)(a) or 8(3)(a).
In every ship to which these regulations apply, being a ship in which oil or gaseous fuel is used, the arrangements for the storage, distribution and utilization of the fuel shall be such that, having regard to the hazards of fire and explosion which the use of such fuel may entail, the safety of the ship and of persons on board is preserved.
In every ship to which these regulations apply, being a ship in which oil or gaseous fuel is used in engines or boilers for the propulsion or safety of the ship, the arrangements for the storage, distribution and utilization of the fuel shall be such that the effective use of the engines can be maintained under all conditions likely to be met by the ship in service.
Every oil fuel installation which serves a boiler supplying steam for the propulsion of the ship shall include not less than two oil fuel units.
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. 250 of 2018)
In this regulation—
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. 250 of 2018)A ship (other than a specified ship) may use low-flashpoint fuel if—
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
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.
If a ship uses low-flashpoint fuel under subregulation (1), regulation 30 does not apply to the ship.
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.
In this regulation—
IGC Code (《國際氣體規則》) means the International Code for the Construction and Equipment of Ships Carrying Liquefied Gases in Bulk set out in the Annex to Resolution MSC.5(48) adopted by the Maritime Safety Committee of the International Maritime Organization on 17 June 1983, as from time to time revised or amended by any revision or amendment to any provision of such Code that applies to Hong Kong; 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)a gas carrier in relation to which the applicable requirements of the IGC Code are complied with; or(b)a ship that is owned or operated by—(i)the Government; or(ii)the government of a party to the Convention.Every ship to which these regulations apply shall be provided with two means of communicating orders from the navigating bridge to the engine room control platform. One of the means shall be an engine room telegraph.
Every ship to which these regulations apply shall be provided with efficient main and auxiliary steering gear:Provided that if duplicate steering gear power units and their connections are fitted to the satisfaction of the Certifying Authority and each power unit complies with the requirements of subregulation (2)(c) and the duplicate units and connections operating together comply with the requirements of subregulation (2)(b), no auxiliary steering gear shall be required.
In every such ship—
the main steering gear, including the rudder and associated fittings, shall be of adequate strength and sufficient to steer the ship at maximum service speed. The main steering gear and rudder stock shall be so designed that they are not damaged at maximum astern speed;
the main steering gear shall 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. The rudder shall be capable of being put over from 35 degrees on either side to 30 degrees on the other side in 28 seconds at maximum service speed;
the auxiliary steering gear shall be capable of being brought rapidly into action and shall be of adequate strength and of sufficient power to enable the ship to be steered at navigable speed, and in any such ship in which a rudder stock of over 355.6 millimetres diameter in way of the tiller is required to comply with the requirements of paragraph (a), the auxiliary steering gear shall be operated by power.
In every such ship which is fitted with power operated steering gear the position of the rudder shall be indicated at the principal steering station.
In every such ship, simple operating instructions with a block diagram showing the change-over 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.
Every ship to which these regulations apply shall be provided with sufficient spare gear having regard to the intended service of the ship.
(Repealed L.N. 149 of 2021)
Every ship to which these regulations apply shall be provided 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.
In every ship to which these regulations apply stairways and ladderways shall be arranged so as to provide ready means of escape to the lifeboat embarkation deck from all crew spaces, passenger spaces and other spaces in which the crew are normally employed.
In every ship to which these regulations apply there shall be provided from each engine room, shaft tunnel and boiler room two means of escape as widely separated as practicable, one of which may be a watertight door if such a door is available as a means of escape. Where no such watertight door is available, the two means of escape shall consist of two sets of steel ladders leading to separate doors in the casing or elsewhere from which there is access to the lifeboat or liferaft embarkation deck or decks. The Director may exempt a ship of less than 2,000 tons from the requirements of this subregulation on condition that there shall be provided at least one effective means of escape. (E.R. 2 of 2024)
In every ship to which these regulations apply there shall be provided means for stopping ventilating fans serving machinery, accommodation and cargo spaces. For machinery and cargo spaces there shall be provided means for closing all skylights, doorways, ventilators, annular spaces around funnels and other openings to such spaces. Such means shall be capable of being operated from positions outside the said spaces which would not be made inaccessible by a fire within such spaces.
In every ship to which these regulations apply machinery driving forced and induced draught fans, oil fuel transfer pumps, oil fuel unit pumps and other similar fuel pumps shall be fitted with remote controls situated outside the spaces in which such machinery or pumps are situated. Such controls shall be capable of stopping such machinery or pumps in the event of fire in the said spaces.
In every ship to which these regulations apply every pipe connected to any oil fuel storage, settling, or daily service tank, not being a double bottom tank, which if damaged would otherwise permit discharge of the contents so as to cause a fire hazard, shall be fitted with a valve or cock which shall be secured to the tank to which it is connected and be capable of being closed from a readily accessible position outside the space in which the tank is situated: provided that in the case of any inlet pipe to such a tank, a non-return valve similarly secured to the tank may be substituted. In the case of an oil fuel deep tank traversed by any shaft or pipe tunnel, in addition to the valve which shall be fitted on the tank, a valve or valves may be fitted on the pipe line or lines outside the tunnel or tunnels to enable control to be exercised in the event of fire.
A tanker must be provided with the means of access to its bow—
as required by regulation 3-3 of specified Chapter II-1; and
as approved by the Director by reference to the guidelines developed by the International Maritime Organization as amended from time to time.
In this regulation—
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).This Section contains the requirements, additional to Section I of this Part, for tankers of 10,000 tons or over.
(Repealed L.N. 149 of 2021)
(Repealed L.N. 149 of 2021)
For the purposes of this Section—
auxiliary steering gear (輔助舵機) means the equipment which is provided for effecting movement of the rudder for the purpose of steering the ship in the event of failure of the main steering gear; main steering gear (主舵機) means the machinery, rudder actuators, steering gear power units, if any, and ancillary equipment and the means of applying torque to the rudder stock (e.g. tiller or quadrant) necessary for effecting movement of the rudder for the purpose of steering the ship under normal service conditions; 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, i.e. tiller, quadrant and rudder stock, or components serving the same purpose; 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.In every tanker (including chemical tankers and gas carriers) of 10,000 tons and over—
two steering gear control systems shall be provided, each of which shall be capable of being operated separately from the navigating bridge. Duplication of the steering wheel or lever is not required;
in the event of failure of the steering gear control system in operation, the other system shall be capable of being brought into immediate operation from a position on the navigating bridge;
each steering gear control system, if electric, shall be served by its own separate circuit supplied from a steering gear power circuit from a point within the steering gear compartment, or directly from switchboard busbars supplying that steering gear power circuit at a point on the switchboard adjacent to the supply to the steering gear power circuit;
in the event of failure of electrical power supply to a steering gear control system, an alarm shall be given on the navigating bridge which shall be audible and visual and situated where it can be readily observed;
means for control of the main steering gear shall be provided in the steering gear compartment;
means shall be provided in the steering gear compartment to disconnect the steering gear control system from the steering gear it serves;
means of communication shall be provided between the navigating bridge and the steering gear compartment;
the rudder angle indication system on the navigating bridge shall be independent of the steering gear control system;
the angular position of the rudder shall be recognizable in the steering gear compartment.
On and after 1 September 1986 in every tanker (including chemical carriers and gas carriers) of 10,000 tons and over—
a low level alarm shall be provided for each hydraulic fluid reservoir to give the earliest practicable indication of hydraulic fluid leakage. Audible and visual alarms shall be given on the navigating bridge and in the machinery space where they can be readily observed;
a fluid storage tank shall be provided having sufficient capacity to recharge at least one power actuating system including the reservoir. The storage tank 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 and shall be provided with a contents gauge;
the steering gear compartment shall be provided with suitable arrangements to ensure working access to the steering gear machinery and controls. These arrangements shall include handrails and gratings or other non-slip surfaces to ensure suitable working conditions in the event of hydraulic fluid leakage.
On and after 1 September 1988, in every tanker (including chemical carriers and gas carriers) of 40,000 tons and over the steering gear shall be so arranged that, in the event of a single failure of the piping or of one of the power units, steering capability can be speedily regained. This shall be achieved by—
an independent means of restraining the rudder; or
fast acting valves, which may be manually operated, to isolate the actuator or actuators from the external hydraulic piping together with a means of directly refilling the actuators by a fixed independent power-operated pump and piping system; or
an arrangement such that, where hydraulic power systems are interconnected, loss of hydraulic fluid from one system shall be detected and the defective system isolated either automatically or from the navigating bridge so that the other system remains fully operational.
The provisions of this regulation shall apply to every tanker (except chemical tankers and gas carriers) of 10,000 tons or over—
for which the building contract was placed after 1 June 1979; or
in the absence of a building contract, the keel of which was laid or which was at a similar stage of construction after 1 January 1980; or
the delivery of which was after 1 June 1982; or
which has undergone an alteration or modification of a major character—
for which the contract was placed after 1 June 1979; or
in the absence of a contract, the construction work of which was begun after 1 January 1980; or
which was completed after 1 June 1982.
The main steering gear shall comprise two or more identical power units and it shall be capable of operating the rudder as required by regulation 32(2)(b) while operating with one or more power units. As far as reasonable and practicable, the main steering gear shall be so arranged that a single failure in its piping or in one of the power units will not impair the integrity of the remaining part of the steering gear. All mechanical components which are part of the steering gear and the mechanical connection with any steering gear control system, if any, shall be of sound construction.
The main steering gear power units shall be arranged to start automatically when power is restored after a power failure.
In the event of failure of any of the steering gear power units, means shall be provided to ensure that an alarm shall be given on the navigating bridge. Every steering gear power unit shall be capable of being brought into operation either automatically or manually from a position on the navigating bridge.
An alternative power supply, at least sufficient to supply a steering gear power unit so as to enable it to move the rudder as specified below, and also to supply its associated steering gear control system and the rudder angle indicator, shall be provided, automatically, within 45 seconds, either from the emergency source of electrical power, or from another independent source of power located in the steering gear compartment. This independent source of power shall be used only for this purpose and shall have a capacity sufficient for half an hour of continuous operation. The steering gear power unit, when being supplied by the alternative power supply, shall at least 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 sea-going draught while running at one half of its maximum service speed ahead or 7 knots, whichever is the greater.
This Section contains the requirements, additional to Section I of this Part, for ships with machinery spaces containing machinery used or essential for propulsion, which are intended to be periodically unattended under any sailing condition, including manoeuvring.
For the purposes of this Section, machinery alarm and control centre (機械警報與控制中心) means the position from which the propelling and auxiliary machinery can be controlled and where the alarms, other than those located in accommodation spaces and at the navigating bridge, necessary for the safe operation of such machinery are located.
Every ship to which this Section applies shall be provided with effective means for control of, and arrangements for monitoring the operation of, the machinery used or essential for propulsion, so that the safety of the ship in all sailing conditions, including manoeuvring, is not less than that of a ship with continuously manned machinery spaces.
In every ship to which this Section applies, the Certifying Authority shall ensure that the equipment provided for operating the ship with the machinery spaces containing machinery used or essential for propulsion periodically unattended, is functioning in a reliable manner before the ship is permitted to operate with those machinery spaces unattended. The Certifying Authority shall ensure that satisfactory arrangements are made for periodic inspections and routine tests on such equipment to ensure continuous and reliable operation and shall issue documentary evidence indicating that it is satisfied that the ship and its equipment is suitable for operation in the said conditions.
Every ship to which this Section applies shall be provided with an alarm system which shall indicate any fault in the unattended machinery or unattended machinery spaces requiring attention. The alarm system shall—
indicate each separate alarm condition visually at the machinery alarm and control centre and provide an audible alarm at that centre and in the machinery spaces;
be connected to the engineers’ public rooms and to each of the duty engineers’ cabins so that at least one of the duty engineers’ cabins is connected to the alarm system at any time. The Certifying Authority may permit equivalent alternative arrangements;
be connected to an audible and visual alarm on the navigating bridge which shall be activated for any situation which requires the action of, or should be brought to the attention of, the officer of the watch;
as far as is practicable be designed to indicate an alarm condition should a failure of the alarm and monitoring system occur;
activate an alarm that is clearly audible in the engineers’ accommodation if an alarm condition has not received attention at the machinery alarm and control centre within a reasonable time;
in the event of a loss of the normal power supply, be supplied automatically from a stand-by power supply; the failure of the normal power supply shall be indicated on the alarm system; and
be able to indicate multiple faults simultaneously and the acceptance of any fault on the alarm system shall not inhibit other alarms. Acceptance of the alarm at the machinery alarm and control centre shall be indicated at the other positions where the alarm condition is shown. Alarms shall be maintained until they are accepted, and the visual indication of individual alarms shall remain until the fault has been corrected, when the alarm system shall automatically be reset to its normal operating condition.
A safety system shall be provided so that malfunction in the machinery which presents an immediate danger shall initiate the automatic shutdown of the defective machinery and give an alarm. The main propulsion machinery shall not be automatically shut down except when continued operation would cause serious damage, complete breakdown or an explosion. Arrangements for overriding the automatic shutdown of the main propulsion machinery may be permitted, provided that the operating arrangements preclude inadvertent operation. Visual indication shall be provided to show whether or not the override has been activated. A suitable notice, warning of the possible effect of overriding, shall be displayed at the override position. (E.R. 2 of 2024)
Every ship to which this Section applies shall be provided with a means of vocal communication between the propelling engine room, main machinery control room or manoeuvring platform, as appropriate, the navigating bridge and the engineers’ accommodation.
In every ship to which this Section applies the speed, direction of thrust and if applicable the pitch of the propeller shall be fully controllable from the navigating bridge and the following provisions shall apply—
the remote control from the navigating bridge shall be performed by a single control device for each independent propeller with automatic performance of all associated services including, where necessary, means of preventing overload of the propulsion machinery;
propulsion machinery orders from the navigating bridge shall be indicated at the machinery alarm and control centre;
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 Section;
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 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;
it shall be possible to control the propulsion machinery and other machinery essential for the propulsion of the ship locally in the event of failure of any part of the automatic or remote control systems;
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 Certifying Authority may waive this requirement where other essential features of the system design render such provision impracticable, subject to such alternative provisions as it may require;
indication shall be given on the navigating bridge of—
propeller speed and direction of rotation in the case of fixed pitch propellers;
propeller speed and pitch position in the case of controllable pitch propellers;
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. Alarm systems shall be provided to indicate low starting air pressure at a level which still permits propulsion main machinery starting operations.
Automatic control systems and an alarm system, to the satisfaction of the Certifying Authority, shall be provided for all important functions including pressures, temperatures and fluid levels. The control system shall be such that through the necessary automatic arrangements the services needed for the operation of the main propulsion machinery and its auxiliaries are ensured.
In every ship to which this Section applies where the electrical power can normally be supplied by one generator, there shall be provided suitable load shedding arrangements to ensure the integrity of supplies to services required for propulsion, steering and to ensure the safety of the ship. There shall be adequate provision, in the event of loss of the generator in operation, for automatically starting and connecting to the main switchboard a stand-by generator of sufficient capacity to sustain propulsion, steering and to ensure the safety of the ship, and automatic restarting of the essential auxiliaries including, where necessary, sequential operation. The Certifying Authority may waive this requirement in ships of less than 1,600 tons if it considers it impracticable.
Where the electrical power is normally supplied by more than one generating set simultaneously in parallel operation there shall be provision, by load shedding or other means, to ensure that in case of loss of one of these generating sets the remaining ones are kept in operation without overload to sustain propulsion and steering and to ensure the safety of the ship.
Where stand-by machinery is necessary to ensure continuity of services essential for propulsion, automatic changeover devices shall be provided. An alarm shall be given on automatic changeover.
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.
In every ship to which this Section applies every machinery space shall be provided with a fire detection system complying with the requirements of Schedule 12 to the Merchant Shipping (Safety) (Fire Appliances) (Ships Built On or After 25 May 1980 but Before 1 September 1984) Regulations (Cap. 369 sub. leg. X) and at least one fixed fire extinguishing system complying with the requirements of Schedule 7, 9 or 10 (as appropriate) to those regulations. (E.R. 2 of 2024)
Every fuel oil and lubricating oil pressure pipe provided in any such ship shall where necessary be screened or otherwise suitably protected to prevent oil, in the event of a failure of that pipe, coming into contact with hot surfaces or entering machinery air intakes. High pressure fuel oil pipes of compression ignition engines shall, additionally, be provided with means for collection, at a safe location, any such oil and indicating the fault on the alarm system.
Every oil fuel tank in every such ship that directly supplies the main propulsion machinery or its auxiliaries and which is arranged to be filled automatically or by remote control shall be provided with means to prevent overflow and spillage. Every such tank and settling tank fitted with oil fuel heating arrangements shall be provided with a high temperature alarm if the flash point of the oil fuel therein is exceeded.
In every such ship the equipment (such as oil fuel purifiers) for preparing flammable liquids for use in boilers or machinery shall have arrangements to prevent overflow and spillages and, so far as is reasonably practicable, be installed in a space appropriated solely for such equipment and their heaters.
In every such ship all internal combustion engines having an output of 2,250 kilowatts or above or having cylinders of 300 mm bore or above shall be provided with crankcase oil mist detectors or engine bearing temperature detectors or other equivalent means which shall give an alarm on the alarm system in the event of an incipient dangerous condition.
All air supply casings and uptakes of boilers and scavenge air belts of main propulsion engines in every such ship shall be provided with detectors which shall give an alarm on the alarm system in the event of incipient fire occurring therein, unless the Certifying Authority waives the requirement for such provisions.
The machinery space bilge wells in every ship to which this Section applies shall be so located that an accumulation of liquid at normal angles of heel and trim may be detected and a liquid level alarm shall be provided. The machinery space bilge wells shall have sufficient capacity to accommodate normal drainage during unattended periods. Ships with automatic bilge pumping shall be provided with a means of indicating when the bilge pump is operating more frequently than during normal operation. When automatic bilge pumping is provided smaller bilge wells may be permitted.
This Part applies to sea-going tankers specified in regulation 1(5).
The hull, superstructures, structural bulkheads, decks and deckhouses shall be constructed of steel or other equivalent material except that the crowns and casings of machinery spaces of Category A and the exterior boundaries of superstructures and deckhouses which are required to be insulated to A60 standard under regulation 56(1) shall be constructed only of steel.
Machinery spaces of Category A shall be positioned aft of cargo tanks and slop tanks and shall be separated from them by a cofferdam, pump room or oil fuel bunker tank, and shall also be positioned aft of such cofferdam or pump room, except that the lower part of a pump room may be recessed into a machinery space of Category A in order to accommodate pumps if the crown of the recess is not more than one third of the moulded depth above the keel; provided that, in the case of a ship not exceeding 25,000 tonnes deadweight where a recess of such height is not practicable for reasons of access and arrangement of piping, the recess may be increased to a height not exceeding one half of the moulded depth above the keel.
Accommodation spaces shall be positioned aft of all cargo and slop tanks, pump rooms and cofferdams which separate cargo and slop tanks from machinery spaces of Category A, except that the accommodation spaces may be positioned over the recess of a pump room to which subregulation (1) refers provided that such spaces are positioned above the level of the upper deck.
Service spaces, control stations, cargo control stations and machinery spaces other than those of Category A and pump rooms shall be positioned forward or aft of all cargo and slop tanks and shall be separated from them by a cofferdam, pump room or oil fuel bunker tank, except that—
such spaces may be positioned over the recess of a pump room to which subregulation (1) refers, provided that they are positioned above the level of the upper deck;
navigating spaces may be positioned above cargo tank spaces provided that they are used only for navigating purposes and are separated from the upper deck by means of an open space the height of which shall be not less than 2 metres.
Where accommodation spaces, machinery spaces other than those of Category A, control stations and cargo control stations are located over part of an oil fuel bunker tank the horizontal separation of such spaces from cargo and slop tanks shall be not less than 600 millimetres.
Means shall be provided to isolate oil spills on the upper deck from accommodation and service spaces and shall take into account stern cargo handling facilities where these are provided.
The exterior boundaries of superstructures and deckhouses enclosing accommodation and service spaces, control stations and cargo control stations and any overhanging deck which supports such spaces shall be insulated to A60 standard on the portions of such boundaries which face cargo oil tanks and on the sides of such boundaries for a distance of 3 metres measured horizontally and parallel to the middle line of the ship from the front boundary at each deck level, except that such insulation need not be fitted to—
the external bulkheads and overhanging decks of the wheelhouse; and
the external boundaries of spaces in which doors referred to in subregulation (2)(a) are fitted.
In the exterior boundary bulkheads facing cargo oil tanks of superstructures and deckhouses enclosing accommodation and service spaces—
doors shall not be fitted except to provide access to those spaces which do not have access to accommodation and service spaces and whose internal boundaries are insulated to A60 standard;
sidescuttles and windows other than wheelhouse windows shall be of a non-opening type;
windows shall not be fitted in the first tier of such superstructures and deckhouses on the upper deck and sidescuttles fitted in such a tier shall be fitted internally with permanently attached covers of steel;
sidescuttles and windows fitted in tiers above the first tier of such superstructures and deckhouses shall either be fitted internally with permanently attached covers of steel or be provided with portable covers of steel which shall be stowed within the space they are intended to serve.
The provisions of subregulation (2) shall apply to the exterior boundary bulkheads at the sides of the superstructures and deckhouses enclosing accommodation and service spaces for a distance of 5 metres measured horizontally and parallel to the middle line of the ship from the front exterior boundary bulkhead at each deck level as the said provisions apply to exterior boundary bulkheads facing cargo oil tanks, except that subregulation (2)(a) shall not apply to the exterior boundary bulkheads of the wheelhouse.
The bulkheads and decks separating cargo pump rooms from machinery spaces of Category A shall be ‘A’ Class divisions of A0 standard.
Where lighting enclosures are fitted in bulkheads and decks to which subregulation (1) refers for the purpose of illuminating the cargo pump room, such lighting enclosures shall be such that the ‘A’ Class integrity and gastightness of such bulkheads and decks are not impaired.
Windows and sidescuttles shall not be fitted in internal or external boundary bulkheads or decks of machinery spaces of Category A and cargo pump rooms, including skylights to such spaces, except that such windows and sidescuttles may be fitted in a bulkhead between a machinery space of Category A and a machinery control room located within the boundaries of such a space.
Skylights to machinery spaces of Category A and cargo pump rooms shall be capable of being closed and opened from outside the spaces which they serve.
Bulkheads and decks separating accommodation spaces and service spaces from machinery spaces of Category A and cargo pump rooms shall be ‘A’ Class divisions of A60 standard.
Where lighting enclosures are fitted in a bulkhead to which subregulation (1) refers for the purpose of illuminating the cargo pump room, such lighting enclosures shall be such that the ‘A’ Class integrity, insulation standard and gastightness of such divisions are not impaired.
The boundary bulkheads separating accommodation spaces from galleys, paint rooms, lamp rooms or boatswain’s stores shall be constructed of steel or other equivalent material.
Bulkheads and decks separating control stations from other enclosed spaces shall be ‘A’ Class divisions having insulation standards in accordance with Tables 1 and 2 set out in Schedule 1.
The deck separating the navigating space from the open space to which regulation 54(3)(b) refers shall be an ‘A’ Class division of A60 standard.
All bulkheads within accommodation spaces, service spaces and control stations which are not required by these regulations to be either ‘A’ Class divisions or ‘B’ Class divisions of B0 standard shall be ‘C’ Class divisions.
Corridor bulkheads serving accommodation spaces, service spaces and control stations which are not required by these regulations to be ‘A’ Class divisions shall be ‘B’ Class divisions of B0 standard.
All bulkheads required by these regulations to be ‘B’ Class divisions of B0 standard shall extend from deck to deck and to the shell plating or other boundaries, except that where continuous ‘B’ Class ceilings or linings of B0 standard are fitted on both sides of the bulkheads the bulkheads may terminate at such ceilings or linings.
All materials used in the construction of bulkheads and doors in such bulkheads shall be non-combustible.
Within accommodation spaces, service spaces and control stations—
all ceilings, linings, draught stops and insulating materials shall be of non-combustible materials except for—
materials used to insulate refrigerated compartments;
materials used to insulate valves associated with hot and cold service systems, provided that their exposed surfaces shall have a surface spread of flame standard acceptable to the Director;
vapour barriers and adhesives used in conjunction with insulating materials, provided that their exposed surfaces shall have a surface spread of flame standard acceptable to the Director;
the framing, grounds and joint pieces of linings, ceilings and draught stops shall be non-combustible;
bulkheads, ceilings and linings shall not be faced with a combustible veneer unless the thickness of such a veneer does not exceed 2.0 millimetres, except in corridors, stairway enclosures and control stations where it shall not exceed 1.5 millimetres;
all exposed surfaces in corridors and stairway enclosures and surfaces in concealed or inaccessible spaces shall have a surface spread of flame standard acceptable to the Director;
primary deck coverings shall be of a type which will not readily ignite.
The surface of insulating materials fitted to the inside of the bulkheads and decks forming the casings and crowns of machinery spaces of Category A shall be impervious to oil and oil vapours.
Paints, varnishes and other finishes used on exposed surfaces within accommodation and service spaces, control stations and machinery spaces shall not contain nitrocellulose or other highly flammable base products and such surfaces, except where otherwise required by these regulations, shall have a surface spread of flame standard acceptable to the Director: provided that these requirements shall not apply to furniture, furnishings, machinery and similar items.
Every air space enclosed behind a ceiling, panel or lining within accommodation spaces, service spaces and control stations shall be divided by close-fitting draught stops which shall be spaced not more than 14 metres apart and which shall be closed at each deck.
Where an ‘A’ Class division is pierced for the passage of electric cables, pipes, trunks, girders or beams, or for other purposes, the arrangements shall be such that the effectiveness of the division in resisting fire is not thereby impaired, except that this requirement shall not apply to shaft glands and similar glanded penetrations in bulkheads and decks between cargo pump rooms, including their trunks, and machinery spaces of Category A.
The construction of all doors and frames in ‘A’ Class bulkheads, with the means of securing them when closed, shall provide resistance to fire as well as to the passage of smoke and flame, as far as is reasonably practicable, equivalent to that of the bulkheads in which the doors are situated.
Every door in an ‘A’ Class bulkhead shall be so constructed that it can be opened and closed by one person from either side of the division.
Every door in an ‘A’ Class bulkhead which forms part of a stairway enclosure or lift trunk serving accommodation spaces, service spaces or control stations and every door in a casing of a machinery space of Category A shall be self-closing.
Hold-back arrangements may be fitted to doors to which subregulation (4) refers provided that such arrangements—
have remote release fittings of a type which in the event of disruption of the control system will automatically close the doors; and
will permit each door to be closed manually.
Where a ‘B’ Class division is pierced for the passage of electric cables, pipes, trunks, girders or beams, or for other purposes, the arrangements shall be such that the effectiveness of the division in resisting fire is not thereby impaired.
The construction of all doors and door frames in ‘B’ Class bulkheads shall provide resistance to fire as well as the passage of flame, as far as is reasonably practicable, equivalent to that of the bulkheads in which the doors are situated.
The number of ventilation openings in ‘B’ Class divisions shall be kept to a minimum and shall be provided as far as is reasonably practicable only in the lower part of a door and fitted with a grille constructed of steel or under a door except that such openings shall not be provided in a door in a ‘B’ Class division forming a stairway enclosure. The net area of any such opening or openings shall not exceed 0.05 square metre and in no case shall a gap under a door exceed 25 millimetres.
Every door in a ‘B’ Class bulkhead which forms a stairway enclosure or part thereof shall be self-closing.
Hold-back arrangements may be fitted to doors to which subregulation (4) refers provided that such arrangements—
have remote release fittings of a type which in the event of disruption of the control system will automatically close the doors; and
will permit each door to be closed manually.
Every stairway within accommodation spaces, service spaces and control stations shall be constructed of steel or other suitable material and every such stairway and lift shall lie respectively within an enclosure or trunk constructed of ‘A’ Class divisions of A0 standard except that a stairway serving only two decks shall only be required to be enclosed at one level by either ‘A’ Class divisions of A0 standard or ‘B’ Class divisions of B0 standard: provided that any bulkhead which separates a stairway from a machinery space of Category A shall be an ‘A’ Class division of A60 standard.
Every opening in a stairway enclosure and lift trunk shall be provided with a means of closure which shall be permanently attached thereto and which shall comply with the requirements of regulation 65 or 66 whichever is applicable.
Ducts providing ventilation to machinery spaces of Category A shall not pass through accommodation spaces, service spaces or control stations, except that this requirement shall not apply to such ducts which—
are constructed of steel having a minimum thickness of 3 millimetres for ducts the width or diameter of which does not exceed 300 millimetres, increasing pro rata up to a minimum thickness of 5 millimetres for ducts the width or diameter of which is 760 millimetres or more; and
are suitably supported and stiffened; and
are insulated to A60 standard.
Ducts providing ventilation to accommodation spaces, service spaces or control stations other than ducts which comply with subregulation (1)(a), (b) and (c) shall not pass through machinery spaces of Category A.
Ventilation inlets and outlets to accommodation and service spaces control stations, and machinery spaces, and any other openings in the boundaries of superstructures and deckhouses enclosing such spaces shall be positioned as far aft as is practicable taking into account stern cargo handling facilities where these are provided.
In accommodation spaces, service spaces or control stations pipes intended to convey oil or other flammable liquids shall be of a suitable material having regard to the risk of fire.
Overboard scuppers, sanitary discharges or other outlets close to the waterline shall not be of a material likely to fail in the event of a fire and thereby give rise to a danger of flooding.
Electric radiators shall—
be permanently fixed in position;
be so constructed as to reduce the risk of fire to a minimum; and
not be equipped with elements so exposed as to scorch or ignite clothing, curtains or other similar materials.
Cellulose-nitrate film shall not be used in cinematograph installations.
In spaces other than accommodation spaces, service spaces or control stations, pipes intended to convey oil or other flammable liquids shall be of a suitable material having regard to the risk of fire.
Cargo and bunker piping systems, vent piping, pressure vacuum valves and flame arresting screens shall be constructed of suitable material to a design suitable for their intended purpose and for the stresses to which they may be subjected.
The arrangement and positioning of openings in the cargo tank deck from which gas emission can occur, and the arrangements of ventilation inlets and outlets and other openings in the boundary bulkheads and decks of superstructures and deckhouses shall be such as to minimize the possibility of gas being admitted to enclosed spaces containing a source of ignition, or collecting in the vicinity of deck machinery and equipment which may constitute an ignition hazard. In every case the height of the outlet above the deck and the discharge velocity of the gas shall be considered in conjunction with the distance of any outlet from any deckhouse opening or source of ignition.
Cargo pump rooms shall be mechanically ventilated and discharges from the exhaust fans shall be led to a safe place on the open deck. The ventilation of these rooms shall have sufficient capacity to minimize the possibility of accumulation of flaming vapours. The number of changes of air shall be at least 20 per hour, based upon the gross volume of the space. The air ducts shall be arranged so that all of the space is effectively ventilated. The ventilation system shall be of the exhaust type.
(Part IIIA added L.N. 479 of 1996)
This regulation applies to tankers having a deadweight of 20,000 tons or over.
An emergency towing arrangement shall be fitted at the first scheduled dry-docking after the commencement of this regulation but in any case not later than 1 January 1999.
The emergency towing arrangement shall be subject to the approval of the Director, based on the guidelines developed or amended from time to time by the International Maritime Organization.
(Part IIIB added L.N. 106 of 2001)
Every ship to which these regulations apply which is not less than 45 metres in length shall meet the following requirements where practicable—
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 10° on either side under all conditions of draught, trim and deck cargo;
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 10° and the total arc of blind sectors shall not exceed 20°. The clear sectors between blind sectors shall be at least 5°. However, in the view described in paragraph (a), each individual blind sector shall not exceed 5°.
In complying with the requirements of subregulation (1), structural alteration or additional equipment is not required to be made or fitted, as the case may be.
(Repealed L.N. 149 of 2021)
(Repealed L.N. 149 of 2021)
(Repealed L.N. 149 of 2021)
(Repealed L.N. 149 of 2021)
The structure, machinery and equipment of a ship shall be subject to an initial survey before the ship is put in service or before a cargo ship safety construction certificate is issued in respect of the ship for the first time.
The initial survey shall include a complete inspection of the structure, machinery and equipment, including an inspection of the outside of the ship’s bottom. The survey shall ensure that the arrangements, materials, scantlings and workmanship of the structure, boilers and other pressure vessels, their appurtenances, main and auxiliary machinery including steering gear and associated control systems, electrical installations and other equipment comply with the requirements of these regulations and all other applicable enactments relating to construction of the ship, are in satisfactory condition and are fit for the service for which the ship is intended. In the case of tankers, the survey shall also include an inspection of the pump rooms, cargo spaces, bunker and ventilation piping systems and associated safety devices.
Upon completion of an initial survey of a ship, and on the application of the owner, agent or master of the ship, if the Director is satisfied that the ship complies with the requirements of these regulations and all other applicable enactments relating to construction of the ship, he may issue in respect of the ship a cargo ship safety construction certificate. The certificate shall be valid for 5 years from the date of issue or for such shorter period as may be specified in the certificate.
The structure, machinery and equipment of a ship shall be subject to a renewal survey at intervals specified by the Director which shall not exceed 5 years for the renewal of a cargo ship safety construction certificate.
The renewal survey shall include an inspection of the structure, machinery and equipment as referred to in regulation 74A(2) to ensure that they comply with the requirements of these regulations and all other applicable enactments relating to construction of the ship, are in satisfactory condition and are fit for the service for which the ship is intended. (L.N. 250 of 2018)
Upon completion of a renewal survey of a ship, and on the application of the owner, agent or master of the ship, if the Director is satisfied that the ship complies with the requirements of these regulations and all other applicable enactments relating to construction of the ship, he may issue in respect of the ship a cargo ship safety construction certificate. The certificate shall be valid for 5 years from the date of issue or for such shorter period as may be specified in the certificate. (L.N. 250 of 2018)
Where a renewal survey of a ship in respect of which an extension of a cargo ship safety construction certificate is granted under regulation 74G is completed, the new cargo ship safety construction certificate issued in consequence of the survey shall be valid for 5 years 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 5 years from the date of completion of the survey or for such shorter period as may be specified in the certificate.
The structure, machinery and equipment of a ship in respect of which a cargo ship safety construction certificate has been issued shall be subject to an intermediate survey within the period commencing 3 months before the second anniversary date of the certificate and ending 3 months after the third anniversary date of the certificate, and if the intermediate survey is completed within the period commencing 3 months before, and ending 3 months after, the second anniversary date or the third anniversary date of the certificate, it is to take the place of an annual survey to be carried out in the same year in which the intermediate survey is carried out. (L.N. 149 of 2021)
The intermediate survey shall include an inspection of the structure, boilers and other pressure vessels, machinery and equipment, the steering gear and associated control systems and electrical installations to ensure that they remain in satisfactory condition and are fit for the service for which the ship is intended. In the case of tankers, the survey shall also include an inspection of the pump rooms, cargo spaces, bunker and ventilation piping systems and associated safety devices and the testing of insulation resistance of electrical installations in dangerous zones.
If a new date (new date) is endorsed by the surveyor on the cargo ship safety construction certificate to be the date for ascertaining subsequent anniversary dates in accordance with regulation 14(h) of Chapter I— (L.N. 149 of 2021)
(Repealed L.N. 149 of 2021)
the subsequent annual survey required under regulation 74D shall be carried out at the intervals prescribed by that regulation using the new date as the anniversary date; and (L.N. 149 of 2021)
the expiry date of the certificate may remain unchanged provided one or more annual surveys are carried out so that the maximum intervals between the surveys prescribed by regulation 74D(1) are not exceeded.
If the ship is not surveyed in accordance with this regulation, the Director may cancel its cargo ship safety construction certificate. The Director shall notify the owner of the ship in writing of the cancellation specifying the grounds therefor and the date on which it takes effect.
In this regulation—
Chapter I (《附件第I章》) means Chapter I of the Annex to the International Convention for the Safety of Life at Sea signed in London on 1 November 1974, as from time to time revised or amended by any revision or amendment that applies to Hong Kong. (L.N. 149 of 2021)The structure, machinery and equipment of a ship in respect of which a cargo ship safety construction certificate has been issued shall be subject to an annual survey within 3 months before or after each anniversary date of the certificate.
The annual survey shall include a general inspection of the structure, machinery and equipment as referred to in regulation 74A(2) to ensure that they have been maintained in accordance with the requirements of these regulations and all other applicable enactments relating to construction of the ship, and that they remain in satisfactory condition and are fit for the service for which the ship is intended, and to ensure that the ship in all respects remains fit to proceed to sea without danger to the ship or persons on board. (L.N. 250 of 2018)
If an annual survey is completed before the period specified in subregulation (1) then—
a new date, which shall not be more than 3 months after the date on which the survey was completed, shall be endorsed by the surveyor on the cargo ship safety construction certificate to be the date for ascertaining subsequent anniversary dates;
the subsequent intermediate or annual survey required under regulation 74C or this regulation shall be carried out at the intervals prescribed by that regulation or this regulation using the new date in paragraph (a) as the anniversary date; and
the expiry date of the certificate may remain unchanged provided one or more intermediate or annual surveys, as appropriate, are carried out so that the maximum intervals between the surveys prescribed by regulation 74C(1) or subregulation (1) are not exceeded.
If the ship is not surveyed in accordance with this regulation, the Director may cancel its cargo ship safety construction certificate. The Director shall notify the owner of the ship in writing of the cancellation specifying the grounds therefor and the date on which it takes effect.
The owner of every bulk carrier and oil tanker shall cause the bulk carrier or oil tanker to be subjected to an enhanced programme of inspections in accordance with the guidelines adopted or amended from time to time by the International Maritime Organization.
The inspection mentioned in subregulation (1) shall be completed at every renewal survey as required by regulation 74B. (L.N. 32 of 2000)
The outside of a ship’s bottom including the sea connections, overboard discharge valves, and other ship side fittings and the rudder shall be subject to a minimum of 2 inspections during any 5-year period, and the interval between any 2 inspections shall not exceed 36 months.
Notwithstanding the requirement of subregulation (1), if a ship in respect of which a cargo ship safety construction certificate has been issued—
is, on the date when the certificate expires, not in Hong Kong nor in a port in which it is to be surveyed; or
is registered in Hong Kong and engaged on short voyages,
and in each case the Director has granted an extension of the certificate, the 5-year period under subregulation (1) may be extended to coincide with the extended period of validity of the certificate.
The inspection under subregulation (1) shall ensure that the outside of the ship’s bottom including the sea connections, overboard discharge valves, and other ship side fittings and the rudder remain in satisfactory condition and are fit for the service for which the ship is intended.
Where a ship in respect of which a cargo ship safety construction 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.
Every application for a survey of a ship under regulation 74A, 74B, 74C, 74D, 74E or 74F shall be made by or on behalf of the owner of the ship to the Certifying Authority and shall be accompanied by such information relating to the ship as the Certifying Authority may require for the purposes of the survey.
The Certifying Authority shall, on receipt of the application and of any fee payable on such application, cause the survey to be carried out by a qualified surveyor.
On completion of a survey in accordance with the requirements of these regulations, the surveyor shall, where he is so satisfied—
in the case of a survey before the issue of a cargo ship safety construction certificate as required by regulation 74A or 74B, forward to the Certifying Authority a declaration of survey containing such particulars of the ship as are required by the Certifying Authority to enable it to issue a cargo ship safety construction certificate in respect of the ship;
in the case of an intermediate survey as required by regulation 74C, forward a report on the survey to the Certifying Authority and endorse on the cargo ship safety construction certificate;
(Repealed L.N. 32 of 2000)
in the case of an annual survey as required by regulation 74D, endorse on the cargo ship safety construction certificate;
in the case of an enhanced programme of inspections as required by regulation 74E, issue a condition evaluation report or endorse it, as appropriate, and forward it to the Certifying Authority; (L.N. 479 of 1996)
in the case of an inspection of the outside of the ship’s bottom as required by regulation 74F, endorse on the cargo ship safety construction certificate. (L.N. 32 of 2000)
(Repealed L.N. 149 of 2021)
The owner or master of every ship in relation to which these regulations apply shall ensure that—
the condition of the ship and its equipment is maintained so as to comply with the relevant provisions of these regulations;
after any survey required by these regulations has been completed, no material change shall be made in the structural arrangement, machinery, equipment and other items subject to such survey, without the approval of the Certifying Authority; and
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, it shall be reported at the earliest opportunity to the Director and to the Certifying Authority responsible for issuing the relevant certificate, any one of whom shall cause investigations to be initiated to determine whether a survey by a surveyor is necessary and shall in that event require such a survey to be carried out. If the ship is in a port outside Hong Kong the master or owner shall, in addition, make such a report immediately to the appropriate authorities of the country in which the port is situated. (23 of 1998 s. 2)
The Certifying Authority shall ascertain from the appropriate authorities of the country in which the port is situated that the report referred to in subregulation (1)(c) had been made.
In any case where the Certifying Authority determines that the condition of the ship or its equipment does not correspond with the particulars of the cargo ship safety construction certificate or is such that the ship is not fit to proceed to sea without danger to the ship or persons on board, the Certifying Authority shall advise the owner or master of the corrective action which in its opinion is required, and shall notify the Director.
If such corrective action is not taken within such period (being a reasonable period) as the Certifying Authority may specify, the Certifying Authority shall, at the end of that time, immediately notify the Director who may, on receipt of such notification, suspend the validity of the cargo ship safety construction certificate issued in relation to the ship and shall give notice of any suspension to the owner and to the Certifying Authority.
The master shall thereupon deliver up the certificate issued in relation to the ship to the Certifying Authority on demand and the owner shall on receipt of notice of suspension deliver up the duplicate certificate to the Director.
When the Certifying Authority is satisfied that corrective action has been taken it shall notify the Director. The Director shall thereupon, in any case where the validity of the certificate has been suspended—
restore the validity of the certificate;
give notice thereof to the Certifying Authority and the owner; and
return the duplicate certificate to the owner.
The Certifying Authority shall return the certificate issued in relation to the ship to the master.
Where the ship is not within the waters of Hong Kong and corrective action in accordance with subregulation (2) has not been taken, the Certifying Authority shall in addition immediately notify the appropriate authorities of the country in which the port is situated.
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 that particular provisions shall be made, the Director may permit 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 such other construction, equipment or provision is at least as effective as that required by these regulations.
If regulation 2, 3, 4, 5, 6, 7, 8, 9, 10, 12, 13, 14, 15, 16, 17, 18, 19, 20, 21, 22, 23, 24, 25, 26, 27, 28, 29, 30, 30A, 31, 32, 33, 35, 36, 37, 37A, 41B, 41C, 41D, 41E, 44, 46, 47, 48, 49, 50, 50A, 51, 52, 53, 54, 55, 56, 57, 58, 59, 60, 61, 62, 63, 64, 65, 66, 67, 68, 69, 70, 70A, 70B or 77(1) 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. (L.N. 250 of 2018)
(Repealed L.N. 250 of 2018)
The owner or master of a ship who fails to comply with a requirement imposed upon him by regulation 78(3) commits an offence and is liable on conviction to a fine at level 3. (L.N. 250 of 2018)
Table 1—Fire Integrity and Insulation Standards of Bulkheads Separating Control Stations from Other Spaces
| Space Space | (1) | (2) | (3) | (4) | (5) | (6) | (7) |
| Control station | A01 | A0 | A15 | A0 | A15 | A60 | A15 |
| Where | (1) | is control stations |
| (2) | is corridors | |
| (3) | is accommodation spaces | |
| (4) | is stairways | |
| (5) | is service spaces | |
| (6) | is machinery spaces of Category A | |
| (7) | is machinery spaces other than machinery spaces of Category A |
| Space above → ↓ Space below | (1) | (2) | (3) | (4) | (5) | (6) | (7) | |
| Control stations | (1) | A0 | A0 | A0 | A0 | A0 | A60 | A0 |
| Corridors | (2) | A0 | ||||||
| Accommodation spaces | (3) | A15 | ||||||
| Stairways | (4) | A0 | ||||||
| Service spaces | (5) | A15 | ||||||
| Machinery spaces of Category A | (6) | A60 | ||||||
| Machinery spaces other than machinery spaces of Category A | (7) | A15 | ||||||
(Repealed L.N. 32 of 2000)
Electrical equipment and installations referred to in regulations 5 and 10 shall comply with the following requirements, except to the extent that those requirements are inconsistent with the said regulations.
Ships the keels of which were laid on or after 26 May 1965 but before 25 May 1980 shall conform with the relevant provisions of the regulations for the Electrical Equipment of Ships issued by the United Kingdom Institution of Electrical Engineers and dated September 1961.
Ships the keels of which were laid or were at a similar stage of construction on or after 25 May 1980 but before 1 May 1981 shall conform with regulations 1 to 14 inclusive of the regulations for the Electrical and Electronic Equipment of Ships, 5th edition (1972) and the Recommended Practice for the implementation of the regulations for the Electrical and Electronic Equipment of Ships 1972, as amended in 1974 and 1977, issued by the United Kingdom Institution of Electrical Engineers.
Ships the keels of which are laid or are at a similar stage of construction on or after 1 May 1981 shall conform with regulations 1 to 14 inclusive of the regulations for the Electrical and Electronic Equipment of Ships, 5th edition (1972). In such ships electrical equipment and installations which comply with the Recommended Practice for the implementation of the regulations for the Electrical and Electronic Equipment of Ships 1972, as amended in 1974, 1977 and 1982 as referred to in (b) above shall be deemed to satisfy regulations 1 to 14 of the regulations for the Electrical and Electronic Equipment of Ships, 5th edition (1972) and regulations 5 and 10 of these regulations, such ships which are used for the purpose of exploration and development of liquid or gaseous hydrocarbon resources shall also be deemed to satisfy the aforementioned regulations if the electrical equipment and installations comply with the requirements specified in paragraph (4).
Where electrical equipment for use in ships in potentially explosive atmospheres is required to be certified to indicate compliance with a specific standard type of electrical protection against ignition of potentially explosive atmospheres, such equipment may be constructed, inspected, tested, marked and certified in accordance with the corresponding type of protection specified in The European Economic Communities Council Directive 79/196/EEC of 6 February 1979 and 76/117/EEC of December 1975 or to any other standard approved by the Director as being equivalent thereto.
Any reference to regulations issued by the United Kingdom Institution of Electrical Engineers and dated 1961 and to the 1972 Institution of Electrical Engineers Recommended Practice 1972 as amended in 1974 and 1977 and to a British Standards Institution standard shall be taken to include any other standard approved by the Director as being equivalent thereto.
The Recommendations for the Electrical and Electronic Equipment of Mobile and Fixed Offshore Installations published by the United Kingdom Institution of Electrical Engineers, first edition 1983 or to any other standard approved by the Director as being equivalent thereto as they apply to Mobile Offshore Installations shall be complied with.