Cap. 369S 《商船(安全)(貨船構造及檢驗)(1984年9月1日或之後建造的船舶)規例》Merchant Shipping (Safety) (Cargo Ship Construction and Survey) (Ships Built On or After 1 September 1984) Regulations

These regulations may be cited as the Merchant Shipping (Safety) (Cargo Ship Construction and Survey) (Ships Built On or After 1 September 1984) Regulations.

(Omitted as spent—E.R. 4 of 2023)

In these regulations—

A reference to the Codes referred to in the definitions of chemical tanker and gas carrier shall be a reference to those Codes as amended from time to time by the International Maritime Organization.

Subject as otherwise provided, these regulations apply to new sea-going Hong Kong cargo ships of 500 tons or over wherever they may be. (L.N. 415 of 1995)

For the purposes of subregulation (3)—

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.

Every ship shall be fitted with a collision bulkhead which shall be watertight up to the freeboard deck. This bulkhead shall be located at a distance from the forward perpendicular of not less than 5% of the length of the ship or 10 metres, whichever is the least, and except as may be permitted by the Director not more than 8% of the length of the ship.

Where any part of the ship below the waterline extends forward of the forward perpendicular, such as a bulbous bow, the distances stipulated in subregulation (1) shall be measured from a position either—

The collision bulkhead may have steps or recesses in it provided that they are within the limits prescribed in subregulations (1) and (2). Pipes piercing the collision bulkhead shall be fitted with suitable valves operable from above the freeboard deck and the valve chest shall be secured at the bulkhead inside the forepeak. The Certifying Authority may permit the location of such valves on the after side of the collision bulkhead provided that they are readily accessible under all service conditions and the space in which they are located is not a cargo space. All such valves shall be of steel, bronze or other ductile material; valves of ordinary cast iron or similar material shall not be fitted. Doors, manholes, ventilation ducts or any other openings shall not be fitted in the collision bulkhead.

In every ship provided with a long forward superstructure the collision bulkhead shall be extended weathertight to the deck immediately above the freeboard deck. The extension shall, subject to the requirements of subregulation (5), be located within the limits prescribed in subregulations (1) and (2). The part of the deck, if any, between the collision bulkhead and its extension shall be weathertight.

In every ship provided with a bow door and a sloping loading ramp that forms part of the extension of the collision bulkhead above the freeboard deck, the part of the ramp which is more than 2.3 metres above the freeboard deck may extend forward of the limits specified in subregulations (1) and (2). The ramp shall be weathertight.

The number of openings in the extension of the collision bulkhead above the freeboard deck shall be restricted to the minimum compatible with the design and normal operation of the ship. All such openings shall be capable of being closed weathertight.

Every post 1992 ship shall be fitted with bulkheads separating the machinery spaces from cargo spaces and passenger spaces forward and aft. The bulkheads shall be watertight up to the freeboard deck. (L.N. 415 of 1995)

For every post 1992 ship, stern tubes shall be enclosed in a watertight space of moderate volume. The Certifying Authority may take other measures to minimize the danger of water penetrating into the ship in case of damage to stern tube arrangements. (L.N. 415 of 1995)

This regulation applies to post 1992 ships.

In every ship other than tankers, a double bottom shall be fitted extending from the collision bulkhead to the afterpeak bulkhead, provided that the Certifying Authority may permit a double bottom to be dispensed with in compartments where its fitting would not be compatible with the design and proper working of the ship.

Where a double bottom is required by this regulation to be fitted in a ship, its depth shall be to the satisfaction of the Certifying Authority and the inner bottom shall be continued out to the ship’s sides in such a manner as to protect the bottom to the turn of the bilge.

Wells constructed in the double bottom for the purpose of drainage shall not be larger nor extend in depth more than is necessary for such purpose except that a well extending to the outer bottom may be constructed at the after end of the shaft tunnel of the ship.

Wells for purposes other than drainage shall not be constructed in the double bottom. The Certifying Authority may exempt any ship from the requirement of this subregulation in respect of any well which it is satisfied will not diminish the protection given by the double bottom.

Nothing in this regulation shall require a double bottom to be fitted in way of watertight compartments used exclusively for the carriage of liquids, if in the opinion of the Certifying Authority the safety of the ship will not be impaired in the event of bottom damage by reason of the absence of a double bottom in that position.

In every ship each transverse and longitudinal watertight subdivision bulkhead shall be constructed in such a manner that it shall be capable of supporting, with a proper margin of resistance, the pressure due to the maximum head of water which it might have to sustain in the event of damage to the ship. The head of water shall be at least that due to a head of water up to the freeboard deck.

Steps and recesses in the bulkheads shall be watertight and of strength equivalent to that of the bulkhead.

Frames or beams that pass through a watertight deck or bulkhead shall be made structurally watertight without the use of wood or cement.

Watertight compartments shall be tested either by flooding or by a hose test at the most advanced stage of the fitting out of the ship to establish that the watertight bulkheads are effective.

The forepeak, double bottoms, duct keels and inner skins shall be tested by flooding with water to the head prescribed in subregulation (1).

Tanks intended to hold liquids and which form part of the subdivision of the ship shall be tested by flooding with water to a head corresponding to the deepest subdivision load line or to two thirds of the depth from the top of the keel to the freeboard deck whichever is the greater. In no case shall the test head be less than 0.9 metre above the top of the tank.

The tests prescribed in this regulation shall not necessarily be regarded as a test of fitness of any compartment for the storage of oil fuel or for other special purposes for which a test of a superior character may be appropriate.

In every ship the watertight decks, trunks, tunnels, duct keels and ventilators shall be of the same strength as the watertight bulkheads at corresponding levels. The means used for making them watertight and the arrangements adopted for closing openings in them shall be to the satisfaction of the Certifying Authority. Watertight ventilators and trunks shall be watertight at least up to the freeboard deck.

Watertight decks shall be subjected to a hose or flooding test after completion. Watertight trunks, tunnels and ventilators shall be subjected to a hose test on completion.

In every ship in which a watertight door is provided to maintain the watertight integrity of a bulkhead or deck, every such watertight door shall be made of suitable material and shall be efficiently constructed for its intended duty.

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 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: provided that the Certifying Authority may allow the means of pumping or drainage to be dispensed with in particular compartments of any ship, if it is satisfied that the safety of the ship is not thereby impaired.

At least two power pumps connected to the main bilge system shall be provided, one of which may be driven by the propulsion machinery. Sanitary, ballast and general service pumps may be accepted as power bilge pumps if provided with the necessary connections to the bilge pumping system.

All bilge pipes used in or under coal bunkers or fuel storage tanks or in machinery spaces shall be of steel or other suitable material.

The bilge and ballast pumping systems shall be so arranged as to prevent water passing from the sea or from water ballast spaces into the cargo spaces or into the machinery spaces or from one watertight compartment to another. Provision shall be made to prevent any deep tank having bilge and ballast connections being inadvertently flooded from the sea when it contains cargo or being discharged through a bilge pipe when it contains water ballast.

The distribution boxes and manually operated valves provided in connection with the bilge pumping arrangements shall be in positions which are accessible under ordinary circumstances. The valves shall be clearly marked for identification.

Provision shall be made for the drainage of enclosed cargo spaces situated on the bulkhead deck of any ship; provided that the Certifying Authority may permit the means of drainage to be dispensed with in any particular compartments of any ship, if it is satisfied that, by reasons of the size or internal subdivision of those spaces, 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. 4 of 2023)

The scuppers of cargo spaces intended for the carriage of motor vehicles with fuel in their tanks for their own propulsion shall not be led to machinery or other spaces where sources of ignition may be present.

The bilge pumping arrangements for cargo spaces intended to contain flammable or toxic liquids shall be designed so that inadvertent pumping of such liquids through the main bilge system or any other system connected to a pump located in a machinery space can be prevented. Additional means of draining such spaces shall be provided if the Director considers their provision necessary taking into consideration the quantity and characteristics of the liquids and their location.

This Part applies to tankers designed to carry—

except chemical tankers and gas carriers which comply with the constructional requirements specified in the Codes referred to in the definitions of such ships in regulation 1.

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 133 of the Merchant Shipping (Safety) (Fire Protection) (Ships Built On or After 1 September 1984) Regulations (Cap. 369 sub. leg. Y) shall be constructed only of steel. (E.R. 4 of 2023)

Machinery spaces shall be positioned aft of cargo tanks and slop tanks except as otherwise permitted by subregulation (2) and shall be separated from them by a cofferdam, cargo pump room, oil fuel bunker tank or permanent ballast tank and shall be positioned aft of such cofferdam or cargo pump room except that the lower part of a cargo pump room may be recessed into a machinery space of Category A in order to accommodate pumps subject to the crown of the recess being 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. Pump rooms, other than cargo pump rooms, containing pumps and fittings for ballasting spaces adjacent to cargo tanks and slop tanks and pumps and fittings for oil fuel transfer may be considered equivalent to a cargo pump room for the purpose of this regulation provided that the fire protection arrangements of those pump rooms are in accordance with regulations 130 and 132 of the Merchant Shipping (Safety) (Fire Protection) (Ships Built On or After 1 September 1984) Regulations (Cap. 369 sub. leg. Y) and the fire extinguishing arrangements of those pump rooms are in accordance with regulation 51 of those regulations. (E.R. 4 of 2023)

Machinery spaces containing internal combustion machinery having an output greater than 375 kilowatts (other than main propulsion machinery) and provided for the safety of the ship and machinery spaces other than machinery spaces of Category A may be positioned forward of the cargo area provided that they are separated from the cargo tanks and slop tanks in the manner specified in subregulation (1) for machinery spaces positioned aft of such tanks.

Except as otherwise permitted by subregulations (4), (5) and (6) accommodation spaces, control stations, main cargo control stations and service spaces other than isolated lockers for cargo handling gear shall be positioned aft of cargo tanks and slop tanks and pump rooms or cofferdams which separate cargo tanks and slop tanks from machinery spaces except that such spaces may be positioned over the recess of a pump room to which subregulation (1) refers.

Accommodation spaces, control stations, main cargo control stations and service spaces may be positioned forward of the cargo area provided that they are separated from the cargo tanks and slop tanks by a cofferdam, pump room, or the whole or part of an oil fuel bunker tank or permanent ballast tank except that such spaces may be positioned over the recess of a pump room to which subregulation (1) refers.

Navigating spaces may be positioned above the cargo tanks and slop tanks 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, control stations, cargo stations, and machinery spaces other than machinery spaces of Category A are located over part of an oil fuel bunker tank the horizontal separation of such spaces from cargo tanks or slop tanks shall be no less than 600 millimetres.

In combination carriers when the slop is carried on dry cargo voyages the slop tanks shall be surrounded by cofferdams except where the boundaries of the slop tanks are the hull, main cargo deck, cargo pump room bulkhead or oil fuel bunker tank. Such cofferdams shall not be open to a double bottom, pipe tunnel, pump room or other enclosed space and shall be provided with means of being filled with water and of being drained. Where the boundary of a slop tank is the cargo pump room bulkhead the pump room shall not be open to any double bottom, pipe tunnel or other enclosed space except that bolted gas-tight access covers may be permitted.

The piping between the slop tanks and the pump room on combination carriers shall be provided with isolating arrangements located adjacent to the slop tanks or, where such an arrangement is impracticable, within the pump room at the position where the piping penetrates the bulkhead. The isolating arrangements shall be either a valve and a spectacle flange or a spool piece and blank flanges.

A separate pumping arrangement shall be provided on combination carriers for discharging the contents of the slop tanks to a connection located above the main deck.

The slop tank hatches and cleaning openings on combination carriers shall be on the open deck and, unless such openings are closed by bolted watertight plates, shall be provided with locking arrangements which shall be under the control of a ship’s officer. (E.R. 4 of 2023)

Cargo oil pipes installed below deck on combination carriers shall be located within wing cargo tanks except that when cargo wing tanks are not provided the Certifying Authority may permit the installation of such pipes in ducts which shall be capable of being adequately cleaned and ventilated.

This regulation applies to oil tankers which are post 1994 ships.

Access to cofferdams, ballast tanks, cargo tanks and other spaces in the cargo area shall be direct from the open deck and such as to ensure their complete inspection. Access to double bottom spaces may be through a cargo pump room, pump room, deep cofferdam, pipe tunnel or similar compartments, subject to consideration of ventilation aspects.

For access through horizontal openings, hatches or manholes, the dimensions shall be sufficient to allow a person wearing a self-contained, air-breathing apparatus and protective equipment to ascend or descend any ladder without obstruction and also to provide a clear opening to facilitate the hoisting of an injured person from the bottom of the space. The minimum clear opening should be not less than 600 millimetres by 600 millimetres.

For access through vertical openings, or manholes providing passage through the length and breadth of the space, the minimum clear opening should be not less than 600 millimetres by 800 millimetres at a height of not more than 600 millimetres from the bottom shell plating unless gratings or other footholds are provided.

For oil tankers of less than 5,000 tonnes deadweight, the Certifying Authority may approve smaller access openings in special circumstances if the ability to traverse such openings or to remove an injured person can be proved to its satisfaction.

The cargo tank venting systems shall be independent of the ventilation arrangements for any other compartments. The arrangement and position of the openings in the cargo tank deck from which the emission of flammable vapours can occur shall be such as to minimize the possibility of flammable vapours being admitted into enclosed spaces containing a source of ignition or collecting in the vicinity of machinery and equipment which may constitute an ignition hazard.

The cargo tank venting arrangements shall—

Every vent system outlet to atmosphere from a valve required by subregulation (2)(b) shall be located as high and at the furthest distance from a source of ignition as is practicable and in no case shall it be located less than 2 metres above the cargo tank deck or less than 5 metres from air intakes or openings to enclosed spaces containing a source of ignition or from machinery and equipment which may constitute an ignition hazard.

Bypass arrangements for the pressure-vacuum valves required by subregulation (2)(b) may be fitted if the valves are located in a vent main or masthead riser. Indicators showing whether the bypass is open or shut shall be provided. (E.R. 4 of 2023)

Every vent system outlet to atmosphere provided in accordance with subregulation (2)(c) shall—

For a ship constructed before 1 July 1998, the venting arrangement of each cargo tank may be independent or combine with other cargo tanks and may be connected to the inert gas piping required by regulation 49, 55 or 58 of the Merchant Shipping (Safety) (Fire Protection) (Ships Built On or After 1 September 1984) Regulations (Cap. 369 sub. leg. Y). Where the arrangements are combined with other cargo tanks, stop valves or other effective means of isolating each cargo tank shall be provided. Stop valves shall be provided with locking arrangements to permit control of their operation. Any cargo tank isolation arrangement provided in accordance with this subregulation shall not prevent the flow of vapour, air or inert gas caused by thermal variations within the tank. (L.N. 251 of 2018; E.R. 4 of 2023)

For a ship constructed on or after 1 July 1998, if the venting arrangement of a cargo tank is combined with other cargo tanks, the isolation arrangement of each of the cargo tanks concerned must comply with the applicable requirements specified in regulation 59.1.3.2 of specified Chapter II-2. (L.N. 251 of 2018)

The venting system shall be provided with devices to prevent the passage of flame into the cargo tanks. The design, construction, location and testing of these devices shall be in accordance with Schedule 1. The devices for cargo tanks in which the atmosphere is flammable shall be flame arresters or high velocity vents. The devices for cargo tanks in which the atmosphere is rendered non-flammable by a fixed inert gas system provided in accordance with regulation 49, 55 or 58 of the Merchant Shipping (Safety) (Fire Protection) (Ships Built On or After 1 September 1984) Regulations (Cap. 369 sub. leg. Y) may be flame screens. (E.R. 4 of 2023)

The vents shall be connected to the top of each cargo tank and be self-draining to the cargo tanks when the ship is upright, trimmed up to 10 degrees by the stern and when inclined at any angle of list up to and including 15 degrees either way. Other permanently installed drainage arrangements may be permitted where it is not possible to provide self-draining vent lines.

High level alarms or overflow control systems or other equivalent means together with cargo tank content gauges and filling procedures shall be provided to protect the tanks from excess pressure due to overfilling.

Isolation of the slop tanks containing oil or oil residue in combination carriers from other cargo tanks shall be by blank flanges which shall remain in position at all times when cargoes other than oil cargoes are carried.

The master shall be provided with information regarding the maximum permissible loading rate for each cargo tank and, in the case of combined venting systems, for each group of cargo tanks.

Cargo pump rooms and pump rooms having a similar hazard 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 flammable 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.

Ventilation inlets and outlets and other deckhouse and superstructure boundary space openings shall be located clear of the cargo pump room openings. Openings for machinery space ventilation shall be located as far aft as practicable taking into consideration the location of any stern loading and discharging facilities provided.

The cargo spaces and their adjacent enclosed spaces in combination carriers shall be capable of being ventilated by permanently installed or portable fans. A fixed gas detection system shall be provided in cargo pump rooms, pipe ducts and the cofferdams adjacent to slop tanks. Arrangements shall be provided to detect the presence of flammable vapours in all other spaces within the cargo tank area from the open deck or other easily accessible positions.

This regulation applies to oil tankers and bulk carriers constructed on or after 1 July 1998.

All dedicated seawater ballast tanks shall have an efficient corrosion prevention system, such as hard protective coatings or equivalent. The coatings should preferably be of a light colour. The scheme for the selection, application and maintenance of the system shall be approved by the Director, based on the guidelines adopted by the International Maritime Organization. Where appropriate, sacrificial anodes shall also be used.

In every ship the machinery, boilers and other pressure vessels, and associated piping systems and fittings shall be of a design and construction adequate for the service for which they are intended and shall be so installed and protected as to reduce to a minimum any danger to persons on board, due regard being paid to moving parts, hot surfaces and other hazards. The design shall have regard to the materials used in construction, the purpose for which the equipment is intended, the working conditions to which it will be subjected and the environmental conditions on board.

Where the arrangements of the main propulsion machinery are unconventional the Director may require a separate source of propulsion power shall be provided sufficient to give the ship a navigable speed.

Means shall be provided whereby the normal operation of propulsion machinery can be sustained or restored when there is a breakdown of—

or any other auxiliary system essential for propulsion.

The Certifying Authority may for the purposes of this subregulation, if it is safe so to do, permit a partial reduction in propulsion capability from normal operation.

The main and auxiliary machinery essential for the propulsion and safety of the ship shall be provided with effective means of control and the machinery shall be capable of being brought into operation when initially no power is available in the ship.

Where risk from over-speeding of machinery would otherwise exist, two independent means of control shall be provided to ensure that the safe speed is not exceeded; provided that the Certifying Authority may permit a single means of limiting the speed of machinery where it considers it safe so to do.

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—

and such parts shall be maintained in an efficient condition.

Main propulsion machinery and all auxiliary machinery essential to the propulsion and the safety of the ship shall be designed to operate when the ship is upright and when inclined at any angle of list up to and including 15 degrees either way under static conditions and 22.5 degrees either way under dynamic conditions (rolling) and simultaneously inclined dynamically (pitching) 7.5 degrees by bow or stern. The Certifying Authority may permit a reduction in these angles taking into consideration the type, size and service conditions of the ship.

Access shall be provided to facilitate the cleaning, inspection and maintenance of main propulsion and auxiliary machinery including boilers and pressure vessels.

A ship constructed on or after 1 July 1998 must comply with the applicable requirements on the location and arrangement of vent pipes and provision of oil tanks specified in regulation 26.11 of specified Chapter II-1. (L.N. 251 of 2018)

The owner and the master of a ship must ensure that the applicable requirements on the inspection and replacement of non-metallic expansion joints in piping systems specified in regulation 26.9 of specified Chapter II-1 are complied with in relation to the ship. (L.N. 251 of 2018)

The owner and the master of a ship must ensure that the applicable requirements on the written language of the operating and maintenance instructions and engineering drawings for the ship machinery and equipment specified in regulation 26.10 of specified Chapter II-1 are complied with in relation to the ship. (L.N. 251 of 2018)

In every ship to which these regulations apply the propulsion machinery systems shall be designed, constructed and installed so that undue stress due to vibration is not induced during normal operation.

All gearing and every shaft and coupling used for transmission of power essential for the propulsion and safety of the ship or for the safety of persons on board shall be so designed and constructed that they will withstand the maximum working stresses to which they will be subjected to in all service conditions taking into account the type of engines by which they are driven or of which they form part.

Every internal combustion engine having a cylinder diameter of 200 millimetres or greater or a crankcase volume of 0.6 cubic metres or greater shall be provided with crankcase explosion relief valves of a suitable type having sufficient area to relieve abnormal pressure in the crankcase. The explosion relief valves shall be arranged or provided with means to ensure that any discharge from them is so directed as to minimize the possibility of injury to personnel.

Every main propulsion turbine and, where applicable, main internal combustion propulsion machinery and auxiliary machinery shall be provided with automatic shut-off arrangements that will operate in the case of failures, such as a lubricating oil supply failure, which could lead rapidly to complete breakdown, serious damage or explosion. The Certifying Authority may permit arrangements that over-ride the automatic shut-off devices.

Every ship shall have sufficient power for going astern to secure proper control of the ship in all normal circumstances. The ability of the machinery to reverse the direction of thrust of the propeller in sufficient time, and so to bring the ship to rest from maximum ahead service speed shall be demonstrated and recorded.

The effectiveness of any supplementary means of stopping or manoeuvring the ship shall be demonstrated and recorded.

Every ship with multiple propellers shall undergo trials to determine the ability of the ship to manoeuvre with one propeller inoperative.

The trial records including the records required by subregulations (1), (2) and (3) shall be available on the ship.

In every ship 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—

and every such boiler or other pressure vessel and its respective mountings shall be maintained in an efficient condition.

Means shall be provided which will prevent overpressure in any part of boilers and other pressure vessels, and in particular every boiler and every unfired steam generator shall be provided with not less than two safety valves. The Director may, having regard to the output or any other feature of any boiler or unfired steam generator, permit only one safety valve to be fitted if he is satisfied that adequate protection against overpressure is provided.

Every unattended oil fired boiler shall be provided with arrangements to shut off the fuel supply and give an alarm at an attended location in the event of low boiler water level, combustion air supply failure or flame failure.

Every boiler designed to contain water at a specific level shall be provided with at least two means for indicating the water level, at least one of which shall be a direct reading gauge glass.

Every water tube boiler serving turbine machinery shall be fitted with a higher water level alarm.

Means shall be provided to test and control the quality of the water in boilers.

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 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 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.

Means shall be provided to test and control the quality of the feed water to boilers.

In every ship 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—

Without prejudice to the generality of the foregoing, every steam pipe or fitting shall, before being put into service for the first time, be subjected to a test 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 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 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 ship oil fuel provided for use in boilers or machinery shall have a flash point of not less than 60°C (closed cup test): provided that the Director may, subject to such conditions as he may impose—

Nothing in this subregulation shall apply to fuel provided for use in a generator provided in accordance with regulation 45(4).

In every 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 hazard of fire and explosion which the use of such fuel may entail, the safety of the ship and of persons on board is preserved. The arrangements shall comply at least with the following provisions—

A ship (other than a specified ship) may use low-flashpoint fuel if—

If a ship uses low-flashpoint fuel under subregulation (1), regulation 22 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—

In every ship 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.

The arrangements for the storage, distribution and utilisation of lubricating oil in machinery spaces of Category A shall comply with the requirements of paragraphs (a), (d), (g), (h), (i), (j) and (k) of regulation 22(2) as they apply to oil fuel installations except that tank gauges of the flat glass type, provided with self closing valves at each tank connection and sight flow glasses having an acceptable degree of fire resistance may be permitted. Alternative arrangements may be permitted in machinery spaces other than machinery spaces of Category A where the Certifying Authority is satisfied that the safety of the ship is not impaired.

The arrangements for lubricating oil of a post 1992 ship must also comply with the applicable requirements specified in regulations 15.2.10 and 15.2.11 of specified Chapter II-2. (L.N. 251 of 2018)

The arrangements for the storage, distribution and utilisation of flammable oils, other than fuel and lubricating oil, used in power transmission, control and activating systems and heating systems shall be such as to ensure the safety of the ship and persons on board. In enclosed spaces containing a source of ignition the arrangements shall comply with paragraphs (d), (g), (i), (j) and (k) of regulation 22(2) as they apply to oil fuel installations except that tank gauges of the flat glass type provided with self closing valves at each tank connection may be permitted.

The arrangements for flammable oils (other than fuel and lubricating oil) of a ship constructed on or after 1 July 1998 must also comply with the applicable requirements specified in regulations 15.2.10 and 15.2.11 of specified Chapter II-2. (L.N. 251 of 2018)

Lubricating oil and other flammable oils shall not be carried in fore peak tanks.

This regulation applies to a ship constructed on or after 1 September 1984 and before 1 July 1998. (L.N. 251 of 2018)

In every ship effective means for the operation and control of main and auxiliary machinery essential for the propulsion and safety of the ship shall be provided.

In every ship provided with remote control of the propulsion machinery from the navigating bridge the following provisions shall apply—

Every ship provided with means of remote or automatic control of the main propulsion machinery and its associated machinery, including the sources of main electric supply, enabling that machinery to be operated and supervised from a control room shall be as safe as if the machinery were under direct supervision. In particular, the arrangements and controls shall be designed, equipped and installed in accordance with regulations 33, 37, 40 and 41, where appropriate.

Any automatic starting, operating or control system shall be so designed that the failure of any part of such systems shall not prevent their operation manually.

This regulation applies to a ship constructed on or after 1 July 1998.

The applicable requirements on the machinery for the propulsion, control and safety of the ship specified in regulation 31 of specified Chapter II-1 must be complied with in relation to a ship.

Every ship shall be provided with an efficient main steering gear and, subject to subregulation (7), an efficient auxiliary steering gear. The main steering gear and the auxiliary steering gear shall be arranged so that the failure of one of them will not render the other one inoperative.

Steering gears other than of the hydraulic type shall achieve equivalent standards to those required by this regulation.

The main steering gear and rudder stock shall—

The auxiliary steering gear shall—

Main and auxiliary steering gear power units shall—

An auxiliary steering gear need not be fitted if—

Every main and auxiliary steering gear control system shall—

The electric power circuits and the steering gear control system with the associated components, cables and pipes required by this regulation and regulation 26 shall be separated as far as is practicable throughout their length.

A means of communication shall be provided between the navigating bridge and the steering gear compartment.

The angular position of the rudder shall be indicated in the steering gear compartment and, if the main steering gear is power operated, at the steering station on the navigating bridge. The rudder angle indicator system shall be independent of any steering gear control system.

Hydraulic power operated steering gear shall be provided with—

The steering gear compartment shall be readily accessible and, as far as is practicable, separated from the machinery spaces. Handrails and gratings or other non-slip surfaces shall be provided to ensure suitable working conditions at the steering gear machinery and controls in the event of hydraulic fluid leakage.

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.

An alternative power supply shall be provided in every ship where the diameter of the rudder stock is required to be 230 millimetres or more excluding any strengthening for navigating in ice. The alternative power supply shall be provided automatically within 45 seconds either from the emergency source of electric power or from an independent source of power located in the steering gear compartment. The independent source of power shall be used for this purpose only. The alternative power supply shall be at least sufficient to provide power for the steering gear to comply with the performance requirements of subregulation (5)(b) and for its associated control system and rudder angle indicator. The alternative power supply shall have a capacity sufficient for at least 30 minutes of continuous operation in every ship of 10,000 tons or over and at least 10 minutes of continuous operation in any other ship.

In every tanker of 10,000 tons or over and every other ship of 70,000 tons or over the main steering gear shall have two or more identical power units complying with the requirements of subregulation (7)(a).

The main steering gear in every tanker of 10,000 tons or over shall, subject to the requirements of subregulations (19) and (20), be so arranged that in the event of loss of steering capability due to a single failure in any part of one of the power actuating systems, other than seizure of a rudder actuator, steering capability shall be regained in not more than 45 seconds after the loss of one power actuating system. The main steering gear shall comprise either—

In any tanker of 10,000 tons or over but of less than 100,000 tonnes deadweight the main steering gear may be constructed in such a way that the single failure criterion required by subregulation (18) is not applied to the rudder actuator or actuators provided that—

Every ship which is fitted with electric or electro-hydraulic steering gear shall be provided with indicators which will show when the power units of such steering gear are running. These indicators shall be situated in the machinery control room or in such other position or positions as the Certifying Authority may approve and on the navigating bridge.

Every such steering gear shall, subject to subregulation (3)—

The main steering gear in any ship of less than 1,600 tons may be fed by one circuit from the main switchboard if the auxiliary steering gear is not electrically powered or is powered by an electric motor primarily intended for other purposes. The Certifying Authority may permit arrangements for such motors other than those required by subregulation (2)(b) and regulation 25(6)(a) and (b) if it considers it safe so to do.

In every ship, measures shall be taken to reduce noise levels in machinery spaces as far as is reasonable and practical. On completion of a ship noise levels in machinery spaces shall be measured in accordance with Schedule 3 and a record of the measurements taken shall be retained on the ship.

Noise levels in machinery spaces shall not exceed 110 dB(A) provided that the Director may, under such conditions as he may specify, permit higher noise levels having regard to the size of the ship and the type of machinery installed.

Any machinery space in which the noise level exceeds 90 dB(A) and which is required to be manned shall be provided with a designated refuge from noise.

Every entrance to a machinery space in which the noise level exceeds 85 dB(A) shall be provided with a warning notice comprising a symbol complying with British Standards Institution specification number BS 5378:1980 or other equivalent standard acceptable to the Director and a supplementary sign stating ‘High Noise Levels. Use Ear Protectors’. Sufficient ear protectors shall be provided for use in such spaces.

Every ship, other than a post 1994 ship, shall be provided with two independent means for communicating orders from the navigating bridge to the position in the machinery space or machinery control room from which the main engines are normally controlled. One of the means shall be an engine room telegraph. Means of communication shall also be provided to any other position from which the main engines may be controlled. (L.N. 415 of 1995)

Every post 1994 ship shall be provided with at least two independent means for communicating orders from the navigating bridge to the position in the machinery space or in the control room from which the speed and direction of thrust of the propellers are normally controlled: one of the means shall be an engine room telegraph which provides visual indication of the orders and responses both in the machinery spaces and on the navigating bridge. Appropriate means of communication shall be provided from the navigating bridge and the engine room to any other position from which the speed or direction of thrust of the propellers may be controlled. (L.N. 415 of 1995)

An automatic control system, and an alarm system shall be provided to the satisfaction of the Certifying Authority 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 of 1,600 tons or over, and, where practicable, in ships of less than 1,600 tons, where the electrical power is normally 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.

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.

A fuel oil and lubricating oil pressure pipe installed in a ship constructed before 1 July 1998 must 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 of collecting at a safe location, any such oil and indicating the fault on the alarm system. (L.N. 251 of 2018)

Every oil fuel tank 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 can be exceeded.

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 it is reasonable and practicable, be installed in a space appropriated solely for such equipment and their heaters.

All internal combustion engines having an output of 2,250 kilowatts or above or having cylinders of 300 millimetres 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 or main propulsion engines 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.

In every ship the electrical installation shall be such that—

The electrical equipment and installations, including any electrical means of propulsion, shall be such that the ship and all persons on board are protected against electrical hazards. The electrical equipment and installations shall comply with the requirements specified in Merchant Shipping Notice No. M 1133.

A main source of electrical power shall be provided in every ship of sufficient capacity to supply all the services required by regulation 42(1)(a) and (b). This main source of electrical power shall consist of at least two generating sets. The main source of electrical power shall be arranged so that such services can be maintained regardless of the speed and direction of rotation of the propulsion machinery or shafting.

The arrangement of the generating sets required by subregulation (1) shall be such that with any one of the sets out of service—

Load shedding or other equivalent arrangements shall be provided to protect the generators required by subregulation (1) against sustained overload.

Any transforming equipment supplying an electrical system referred to in this regulation shall be arranged to ensure the same continuity of supply as that required for generating sets by this regulation.

The main switchboard shall be located in the same space as the main generating sets in any ship with only one generating station. Where there is more than one generating station and only one main switchboard, that switchboard shall be located in the same space as one of the generating stations. The Certifying Authority may permit other arrangements where other essential features of the ship render the application of this requirement impracticable subject to such alternative provisions as it may require. For the purposes of this subregulation an environmental enclosure for the main switchboard, such as a machinery control room within the main boundary of the space, does not provide separation between the generating sets and switchboards. (E.R. 4 of 2023)

The main busbars shall be subdivided in every ship in which the total installed electrical power of the main generating sets exceeds 3 megawatts. Each section of the busbars shall be interconnected by removable links or other suitable means such that the main generating sets and any supplies to duplicated services which are directly connected to the busbars are, so far as it is practicable, equally divided between the sections. The Certifying Authority may permit other arrangements which provide equivalent system redundancy.

The main source of electrical power in every ship shall be capable of illuminating any part of the ship normally accessible to and used by the passengers or the crew.

The emergency electric lighting shall be arranged so that a fire or other casualty in spaces containing the emergency source of electrical power, the associated transformers, if any, the emergency switchboard and the emergency lighting switchboard will not render inoperative the main electric lighting system as required by subregulation (1).

Lighting fittings shall be arranged to prevent rises in temperature which would be injurious to the fitting or the electric wiring or which would result in a risk of fire.

Every ship shall be provided with a self contained emergency source of electrical power which shall be so designed and arranged that it will operate at full rated power when the ship is listed 22 1/2 degrees and when the trim of the ship is 10 degrees from an even keel or any combination of or up to these limits.

The emergency source of electric power, the associated transforming equipment, any transitional source of emergency power required by subregulation (4)(b), the emergency switchboard and the emergency lighting switchboard shall be—

The emergency source of electrical power shall be a generating set complying with the requirements of subregulation (4) or an accumulator battery complying with the requirements of subregulation (6).

Where the emergency source of electrical power is a generator it shall—

The emergency generator may be used to supply services other than emergency supplies exceptionally for short periods provided that the independent operation of the emergency source of electrical power is safe-guarded in all circumstances.

Where the emergency source of electrical power is an accumulator battery it shall be—

The transitional source of emergency electrical power shall—

Discharge of accumulator batteries that constitute either the emergency or transitional source of electrical power shall be indicated on the main switchboard or in the machinery control room. Discharge of any independent accumulator batteries provided in compliance with regulation 47(1)(c) shall be indicated at the appropriate control station.

The emergency switchboard shall be situated as near as practicable to the emergency source of electrical power. If the emergency source of electrical power is a generator the emergency switchboard shall be situated in the same space as the generator unless the operation of the emergency switchboard would be thereby impaired. For the purposes of this subregulation an environmental enclosure within the main boundaries of the space does not provide separation between the emergency generator and the emergency switchboard. Any accumulator battery required by this regulation shall not be installed in the same space as the emergency generator.

The emergency switchboard shall be supplied during normal operation from the main switchboard by an interconnector feeder which shall be—

Arrangements shall be made to disconnect non-emergency circuits automatically from the emergency switchboard, if necessary, to ensure that electric power will be available for the required emergency supplies.

Means shall be provided for testing the complete emergency system periodically including any automatic starting arrangements provided.

If a ship was constructed on or after 1 July 1998 and electrical power is necessary for the restoration of its propulsion, the ship must comply with the applicable requirements specified in regulation 42 of specified Chapter II-1. (L.N. 251 of 2018)

Emergency generating sets shall be capable of being readily started at a temperature of 0°C. If temperatures below 0°C are anticipated provision shall be made for heating the engine so that it will start readily.

The starting, charging and energy storing devices, which shall not be used for any purpose other than the operation of the emergency generating set, shall be located in the emergency generator space except that the air receiver of the emergency generator set may be supplied from the main or auxiliary compressed air system through a non-return valve located in the emergency generator space.

The stored energy required for starting shall be maintained at all times—

Any emergency generating set arranged to be automatically started shall—

Any emergency generator that is not arranged for automatic starting shall either—

The emergency source of electric power required by regulation 45(1) shall be capable of simultaneously supplying the following services, including any starting currents, for the periods specified—

The Director may permit a reduction of the periods of time specified in subregulation (1)(b), (c) and (d) to not less than 12 hours in any ship plying regularly on voyages of short duration.

All electric cables external to equipment shall be flame retardant and shall be installed so that their flame retarding or equivalent properties are not impaired. The Certifying Authority may permit installation of cables which do not comply with the foregoing for particular purposes, such as radio frequency cables, where compliance would be impracticable.

Cables shall be installed and supported in such a manner as to avoid chafing and other damage. All metal sheaths and metal armour of electric cables shall be electrically continuous and shall be earthed except that the Certifying Authority may permit such earthing to be omitted for particular purposes.

Cables serving emergency services shall not, so far as is practicable, be routed through galleys, laundries, machinery spaces of Category A and their casings or other high fire risk areas except insofar as it is necessary to provide emergency services in such areas. Cables connecting fire pumps to the emergency switchboard shall be of a fire resistant type where they pass through high fire risk areas.

Cables serving emergency services shall, where practicable, be installed in such a manner as to preclude them being rendered unserviceable by the effect of a fire in an adjacent space and subsequent heating of the dividing bulkhead.

The electrical, mechanical, flame retarding and, where applicable, fire resisting properties of the terminations and joints in any conductor shall be at least equivalent to those of the conductor.

In every ship all electrical equipment shall be so constructed and installed that there will be no danger of injury to any person handling it in a proper manner. Exposed metal parts of electrical equipment which are not intended to have a voltage above that of earth but which may have such a voltage under fault conditions shall be earthed unless such equipment is—

All electrical apparatus shall be constructed and installed so that it will not cause injury when handled or touched in the normal manner. When electric lamps, welding equipment, tools or other apparatus are used in confined or damp spaces or spaces with large exposed conductive surface, special provision shall be made so far as is practicable, to ensure that the danger of electric shock is reduced to a minimum. Such spaces shall at least include open decks and machinery spaces.

Every main and emergency switchboard shall be so arranged as to give easy access as may be necessary for operation and sufficient access for maintenance without danger to any person. Every such switchboard shall be suitably guarded and a non-conducting mat or grating shall be provided at the back and the front where necessary. No exposed parts which may have a voltage between conductors or to earth exceeding 250 volts direct current or 50 volts RMS a.c. shall be installed on the face of any switchboard or control panel. (L.N. 107 of 2001; E.R. 4 of 2023)

Subject to subregulations (4A) and (5), the hull return system of distribution shall not be used for any purpose in a tanker, chemical tanker or gas carrier or for power, heating or lighting in any other ship of 1,600 tons and over. (L.N. 415 of 1995)

In the case of a post 1994 ship, the requirement of subregulation (4) does not preclude the use of limited and locally earthed systems, provided that any possible resulting current does not flow directly through any hazardous areas. (L.N. 415 of 1995)

The requirements of subregulations (4) and (6) do not preclude the use of—

The final sub-circuits of any hull return system of distribution shall be two wire.

The insulation of any distribution system that is not earthed shall be continuously monitored by a system capable of giving audible and visual indication of abnormally low insulation values.

Every separate electrical circuit shall be protected against short circuit.

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.

All lighting and power circuits terminating in a bunker or cargo space shall be provided with a multiple pole switch outside the space for disconnecting all such circuits.

Accumulator batteries shall be housed in boxes or compartments which are constructed to protect the batteries from damage and are ventilated to minimise the accumulation of explosive gas. Subject to regulation 50(1), electrical or other equipment which may constitute a source of ignition of flammable vapours shall not be installed in any compartment assigned to accumulator batteries. Accumulator batteries shall not be installed in sleeping accommodation spaces.

Every electric space-heater forming part of the equipment of a ship shall be fixed in position and shall be so constructed as to reduce the risk of fire to a minimum. No such heater shall be constructed with an element so exposed that clothing, curtains, or other material can be scorched or set on fire by heat from the elements.

Electrical equipment shall not be installed in any hazardous area unless the Certifying Authority is satisfied that such equipment is—

Cables passing through any hazardous areas or serving electrical equipment in such areas shall—

The cables installed in enclosed cargo spaces intended for the carriage of motor vehicles with fuel in their tanks for their propulsion and in any ventilation trunks to such spaces shall be appropriate for use in explosive petrol and air mixtures.

Electrical equipment and cables shall not be installed in enclosed cargo spaces or open vehicle deck spaces intended for the carriage of packaged dangerous goods, other than those of Classes 4.1, 4.2, 4.3, 5.1, 5.2 and 7, as classified in the IMDG Code; or the carriage of solid dangerous goods in bulk, other than those of Classes 6.1, 7 and 8 as classified in the IMDG Code unless the Director considers their location therein essential. If permitted any electrical equipment installed in such spaces shall be certified for, and the cables shall be appropriate for, use in the flammable dusts, gases or vapours to which they may be exposed. Cable penetrations of the decks and bulkheads of such spaces shall be sealed against the passage of gas or vapour. The Director may permit the isolation of electrical equipment and cables which do not comply with the foregoing for particular applications provided such equipment and cables are capable of being electrically isolated by the removal of links or the operation of lockable switches. (L.N. 251 of 2018)

In subregulation (5)—

In every ship stairways and ladderways shall be arranged so as to provide ready means of escape to the lifeboat embarkation deck from all accommodation spaces, service spaces and other spaces in which the crew are normally employed. In particular the following shall be complied with—

In all cargo spaces intended for the carriage of motor vehicles with fuel in their tanks for their own propulsion where the crew is normally employed the number and locations of escape routes to the open deck shall be to the satisfaction of the Director but shall in no case be less than two and shall be as widely separated as possible.

In every ship there shall be provided from each machinery space of Category A two means of escape. In particular one of the following provisions shall be complied with—

In a ship of less than 1,000 tons the Director may permit one of the means of escape required by subregulation (3) to be dispensed with having regard to the size and disposition of the upper part of the space.

From machinery spaces other than machinery spaces of Category A, escape routes shall be provided to the satisfaction of the Director having regard to the nature and location of the space and the number of persons normally employed in that space.

Lifts shall not be considered as a means of escape for the purposes of this regulation.

In every ship the number of skylights, doors, ventilators, openings in funnels for exhaust ventilation and other openings to machinery spaces shall be the minimum compatible with the proper working and safety of the ship.

Means shall be provided 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.

The skylights to machinery spaces of Category A shall be constructed of steel and their flaps shall be capable of being closed and opened from a suitable position outside the space in the event of fire. Adequate arrangements shall be made to permit the release of smoke in the event of fire.

Windows shall not be fitted in machinery space boundaries. This requirement shall not preclude the use of glass in control rooms located within the machinery space boundaries.

Machinery driving forced and induced draught fans, oil fuel transfer pumps, oil fuel with 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.

Any machinery space of Category A which is accessible from an adjacent shaft tunnel shall be provided with a light-weight steel fire-screen door in addition to any watertight door. The fire-screen door shall be operable from each side and shall be located at the shaft tunnel side of the bulkhead. (80 of 1997 s. 102)

Every overboard scupper, sanitary discharge or other inlet or outlet installed in a location where the failure of any such inlet or outlet could cause flooding in the event of fire shall be constructed of materials that are not readily rendered ineffective by heat.

Pipes intended to convey oil or other flammable liquids shall be of a suitable material having regard to the risk of fire. Such pipes should not be installed in accommodation and service spaces unless adequate precautions are taken having regard to the risk of fire and the Certifying Authority considers their installation necessary.

The surface of any insulation shall be impervious to oil or oil vapours in any space where the penetration of oil or oil products would otherwise be possible.

Materials installed on a ship on or after 1 March 2019 that are used for the structure, machinery, electrical installations or equipment of the ship must not contain asbestos. (L.N. 251 of 2018)

In every ship every gas welding, flame cutting or domestic gaseous fuel installation shall be designed, constructed and installed so that the safety of the ship and of the persons on board is not impaired.

Every domestic liquefied petroleum gas installation shall be at least in accordance with Merchant Shipping Notice No. M 984.

This regulation applies to all post 1992 ships other than tankers.

There shall be permanently exhibited or readily available on the navigating bridge, for the guidance of the officer in charge of the ship, a plan showing clearly for each deck and hold the boundaries of the watertight compartments, the openings therein with the means of closure and position of any controls thereof, and the arrangements for the correction of any list due to flooding. In addition, booklets containing the afore-mentioned information shall be made available by the owners for the use of the officers of the ship.

Indicators shall be provided for all sliding doors and for hinged doors in watertight bulkheads. Indication showing whether the doors are open or closed shall be given on the navigating bridge. In addition, shell doors and other openings which in the opinion of the Certifying Authority could lead to major flooding if left open or not properly secured, shall be provided with such indicators.

This regulation applies to tankers having a deadweight of 20,000 tons or over.

In the case of tankers built before the commencement^# of this regulation, an emergency towing arrangement shall be fitted at the first scheduled dry-docking after the commencement of this regulation and in any case not later than 1 January 1999.

In the case of tankers built on or after the commencement of this regulation, an emergency towing arrangement shall be fitted at the time of building.

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.

Subject to subregulation (3), every ship of not less than 45 metres in length constructed on or after 1 July 1998 shall meet the following requirements—

Every ship of not less than 45 metres in length constructed before 1 July 1998 shall meet the requirements of subregulation (1)(a) and (b) where practicable. However, in complying with such requirements, structural alterations or additional equipment is not required to be made or fitted, as the case may be.

Where the Director considers that a ship of unconventional design, which is not less than 45 metres in length constructed on or after 1 July 1998, cannot comply with subregulation (1), the owner and master of the ship shall provide arrangements to achieve a level of visibility to the satisfaction of the Director.

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 referred to in regulation 56(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. 251 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. 251 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 59C 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. 150 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. 150 of 2021)

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—

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 referred to in regulation 56(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. 251 of 2018)

If an annual survey is completed before the period specified in subregulation (1) then—

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 57. (L.N. 33 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 intervals between any 2 inspections shall not exceed 36 months.

Notwithstanding the requirement of subregulation (1), if the ship in respect of which a cargo ship safety construction certificate has been issued—

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.

Every application for a survey of a ship under regulation 56, 57, 58, 59, 59A or 59B 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. (L.N. 480 of 1996)

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—

The owner or master of every ship shall ensure that—

The Certifying Authority shall ascertain from the appropriate authorities of the country in which the port is situated that the reports referred to in subregulation (1)(c) have been made. The Certifying Authority shall return the certificate issued in relation to the ship to the master.

Where the ship is not within 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.

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 the 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 such 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—

If regulation 2, 3, 3A, 4, 5, 5A, 6, 7, 8, 9, 10, 10A, 11, 12, 13, 13A, 14, 15, 16, 17, 18, 19, 20, 21, 22, 22A, 23, 24, 24A, 25, 26, 27, 28, 29, 30, 31, 33, 35, 36, 37, 38, 39, 40, 41, 42, 43, 44, 45, 46, 47, 48, 49, 50, 51, 52, 53, 54, 55, 55A, 55B, 55BA, 55C or 61(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. 251 of 2018)

(Repealed L.N. 251 of 2018)

The owner or master of a ship who fails to comply with a requirement imposed upon him by regulation 62(3) commits an offence and is liable on conviction to a fine at level 3. (L.N. 251 of 2018)