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

(Repealed L.N. 139 of 1994)

(Omitted as spent—E.R. 1 of 2023)

In these regulations the following expressions have the following meanings respectively—

These regulations apply—

except that—

For the purposes of these regulations passenger ships shall be arranged in Classes as follows—

Ships engaged on international voyages

Class I. Ships engaged on voyages (not being short international voyages) any of which are long international voyages.

Class II. Ships engaged on voyages (not being long international voyages) any of which are short international voyages.

Ships not engaged on international voyages

Class II(A). Ships engaged on voyages of any kind other than international voyages.

For the purposes of this regulation—

Every ship shall be provided with a collision bulkhead which shall be watertight up to the bulkhead deck and shall be fitted at a distance from the ship’s forward perpendicular of not less than 5% of the length of the ship and not more than 3.0 metres plus 5% of such length. If the ship has a forward superstructure, the collision bulkhead shall be extended weathertight to the deck next above the bulkhead deck. The extension shall not be required to be fitted directly over the bulkhead below, provided that it is fitted at a distance of at least 5% but not more than 3.0 metres plus 5% of the length of the ship from the forward perpendicular and the part of the bulkhead deck which forms the step is made effectively weathertight. The plating and stiffeners of such an extension shall be constructed in accordance with the provisions of Schedule 4 as if the extension formed part of a bulkhead immediately below the bulkhead deck.

Where any part of the ship below the waterline extends forward of the forward perpendicular, the distances specified in subregulation (1) shall be measured from a point either—

whichever gives the smallest measurement.

Where bow doors are fitted and a sloping loading ramp forms part of the extension of the collision bulkhead above the bulkhead deck, any part of the ramp structure which is more than 2.3 metres above the bulkhead deck may extend forward of the limit specified in subregulation (1) as amended in subregulation (2), if applicable. The ramp shall form a complete weathertight closure of the collision bulkhead extension above the bulkhead deck.

Every such ship shall be provided with a watertight afterpeak bulkhead and with watertight bulkheads dividing the space appropriated to the main and auxiliary propelling machinery and boilers, if any, from other spaces. Such bulkheads shall be watertight up to the bulkhead deck, provided that the afterpeak bulkhead may be stopped below the bulkhead deck if the safety of the ship as regards subdivision is not thereby impaired.

The stern gland of every such ship shall be situated in a watertight shaft tunnel or other watertight space separate from the stern tube compartment and of such a volume that if the tunnel or space is flooded the margin line will not be submerged. The stern tube shall be enclosed in a watertight compartment, the volume of which shall be the smallest compatible with the proper design of the ship.

Subject to the provisions of this regulation every ship of Classes I, II and II(A) shall be fitted with a watertight double bottom which shall extend from the forepeak bulkhead to the afterpeak bulkhead, provided that the Director may permit a double bottom to be dispensed with in compartments where its fitting would not be compatible with the design and proper working of the ship, subject to compliance with the following minimum requirements for fitting such a double bottom— (E.R. 1 of 2023)

The Director may exempt any ship of Class II or II(A) from the requirements of a double bottom in any portion of the ship which is subdivided by application of a factor of subdivision not exceeding .50, if he is satisfied that the fitting of a double bottom in that portion of the ship would not be compatible with the design and proper working of the ship.

When a double bottom is required by this regulation to be fitted in a ship, its moulded depth in millimetres measured at the centre line shall be not less than 406 plus 4.17 times the length of ship in metres and the inner bottom shall be continued out to the ship’s sides in such a manner as to protect the bottom to the turn of the bilge. The inner bottom shall be deemed to be adequate for this purpose if the line of intersection of the outer edge of the margin plate with the bilge plating is not lower at any point than a horizontal plane passing through the point of intersection with the frame line amidships of a transverse diagonal line inclined at 25 degrees to the base line and cutting it at a point one-half of the ship’s moulded breadth from the centre line.

Wells constructed in the double bottom for the purpose of drainage shall not be larger nor extend downwards more than is necessary for such purpose. The depth of the well shall in no case be more than the depth of the double bottom at the centre line, less 460 millimetres, nor shall the well extend below the horizontal plane referred to in subregulation (3), provided that a well extending to the outer bottom may be constructed at the after end of a watertight shaft tunnel fitted in accordance with regulation 7(5).

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

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

This regulation applies to every Hong Kong passenger ship to which these regulations apply.

Every ship on her completion shall be inclined and the elements of her stability determined. The master shall be supplied by the owner with reliable information relating to the stability of the ship in accordance with the following provisions of this regulation. The information relating to stability shall, before issue to the master, be submitted to the Director for approval, together with a copy thereof for his retention and shall incorporate such additions and amendments as the Director may in any particular case require.

Every ship of Classes I, II and II(A) shall undergo a lightweight survey to determine the ship’s lightship displacement and longitudinal position of its centre of gravity, before 29 April 1995 unless it has been inclined since 29 April 1990. Every such lightweight survey shall be subject to the conditions specified in subregulation (4).

Every ship of Classes I, II and II(A) shall have a lightweight survey carried out within each period of 5 years to verify any changes in lightship displacement and longitudinal centre of gravity. Such periods shall commence on the date of issue of either a Passenger Ship Safety Certificate or a Passenger Certificate subsequent to a previous inclining or lightweight survey, whichever date is the earliest. The ship shall be re-inclined whenever, in comparison with the ship’s approved stability information derived from the previous inclining experiment, a deviation from the lightship displacement exceeding 2% or a deviation of the longitudinal centre of gravity exceeding 1% of the ship’s length is found or anticipated. Every inclining or lightweight survey made for this purpose or for the purpose of subregulation (3) shall be carried out in the presence of a Government Surveyor. The interval between lightweight surveys of any such ship may be extended by the Director for a period of not more than one year if he is satisfied, on the production to him of relevant information about the ship, that the lightweight survey is not necessary at the required interval. (L.N. 37 of 2000)

A report of each inclining or lightweight survey carried out in accordance with subregulations (3) and (4) and of the calculation therefrom of the lightship condition particulars shall be submitted to the Director for approval, together with a copy for his retention. The approved report shall be placed on board the ship by the owner in the custody of the master and shall incorporate such additions and amendments as the Director may in any particular case require. The amended lightship condition particulars so obtained from time to time shall be used by the master in substitution for such previously approved particulars when calculating the ship’s stability.

Following any inclining or lightweight survey carried out in accordance with the requirements of subregulations (3) and (4) on the basis of which the elements of the ship’s stability have been then determined the master shall be supplied, by the owner, with amended stability information if Director so requires. The information so supplied shall be submitted to the Director for approval, together with a copy thereof for his retention and shall incorporate such additions and amendments as the Director may in any particular case require.

Where any alterations are made to a ship so as materially to affect the stability information supplied to the master, amended stability information shall be provided. The ship shall be re-inclined if the Director so requires.

Stability information provided pursuant to subregulations (2), (5), (6) and (7) shall be furnished in the form of a book (the stability information book) which shall be kept on board the ship at all times in the custody of the master. The information shall include particulars appropriate to the ship in respect of the matters specified in Schedule 2 and shall be in the form set out in that Schedule.

Every ship shall have a scale of draughts marked clearly at the bow and stern.

The owner of every ship to which this regulation applies shall ensure that the master is provided with information relating to its stability during the process of loading and unloading. This information shall be included in the ship’s stability information book.

Where any alterations are made or changes occur to the ship so as materially to affect the information supplied to the master in accordance with subregulation (1), amended information shall be provided.

The information provided pursuant to subregulations (1) and (2) shall be kept on board the ship at all times in the custody of the master.

On completion of the loading of the ship and before it proceeds on a voyage, the master or an officer appointed for the purpose by the master shall ascertain—

The draughts, trim and the vertical distances ascertained in accordance with subregulation (1) shall be recorded by the master or such officer as the case may be in the official log book.

On completion of the loading of a ship of Class I, II or II(A) and before the ship proceeds on a voyage the master shall cause the vertical position of the ship’s centre of gravity relative to its keel (KG), or its transverse metacentric height (GM), whichever is appropriate for the ship, to be calculated.

Where the calculation is made, the actual weights of goods vehicles and other items of cargo shall be used. For items not required to be so weighted, the declared weights or weights estimated as accurately as possible shall be used.

The calculation shall be made using an on-board loading and stability computer, or an approved shore-based loading and stability computer system, or by such other means as will enable accurate results to be obtained. The method by which the calculation is made shall be in accordance with Merchant Shipping Notice No. M1413.

The master shall record the result of the calculation in the official log book.

Where the calculation is made by means of a shore-based loading and stability computer system, a print-out of the calculation shall be presented to the master before the ship proceeds on its voyage. It shall be the duty of the person responsible for that system to ensure that the calculations are substantially correct.

A full record of the calculation or a copy thereof, shall be retained on the ship for at least one calendar month after the calculation is made and shall be made available for inspection at any time during that period.

Every ship of Class II shall be provided with a reliable automatic draught gauge system, complying with the requirements of Merchant Shipping Notice No. M1413.

Every ship shall, in all probable loading conditions, satisfy the following stability criteria after due correction for the effect of free surface of liquids in tanks—

Where it is not possible, due to the particular design and operating conditions of a particular ship, to comply with the above criteria, the Director may permit the application of such alternative criteria as he is satisfied gives a standard of stability at least as effective as that specified in subregulation (1).

This regulation applies to all passenger ships to which these regulations apply except post 1990 ships.

For the purposes of this regulation the sufficiency of the intact stability of every such ship shall be determined in accordance with the provisions of Parts 1 and 2 of Schedule 3.

There shall be provided by the owner in every ship, which is required by this Part to be subdivided, a document for the use of the master of the ship containing—

This additional information shall be included in the stability information book.

This regulation only applies to post 1990 ships.

For the purposes of this regulation the sufficiency of the intact stability of every such ship shall be determined in accordance with the provisions of Parts 1 and 3 of Schedule 3.

There shall be provided by the owner in every ship, which is required by this Part to be subdivided, a document for the use of the master of the ship containing—

This additional information shall be included in the stability information book.

Every portion of the ship required by these regulations to be watertight shall be constructed in accordance with such of the requirements of Schedule 4 as apply to it.

All tanks forming part of the structure of the ship and used for the storage of oil fuel or other liquids including double bottoms, peak tanks, settling tanks and bunkers shall be of a design and construction adequate for that purpose.

Every tunnel above the double bottom, if any, in such a ship whether for access from the crew space to the machinery space, for piping or for any other purpose, which passes through such a bulkhead shall be watertight. The means of access to at least one end of such tunnel, if it may be used as a passage at sea, shall be through a trunkway extending watertight to a height sufficient to permit access above the margin line. The means of access to the other end of the tunnel shall be through a watertight door. No tunnel shall extend through the first subdivision bulkhead abaft the collision bulkhead.

Within spaces containing the main and auxiliary propelling machinery including boilers serving the needs of propulsion and all permanent bunkers, not more than one doorway, apart from the doorway to shaft tunnels, may be fitted in each main transverse bulkhead. Where two or more shafts are fitted, the tunnels shall be connected by an inter-communicating passage. There shall be only one doorway between the machinery space and the tunnel spaces where one or two shafts are fitted and only two doorways where there are more than two shafts. All such doorways shall be located so as to have their sills as high as practicable. (E.R. 1 of 2023)

Doorways, manholes and access openings shall not be fitted in the collision bulkhead below the margin line of any such ship or in any other bulkhead which is required by these regulations to be watertight and which divides a cargo space from another cargo space or from a permanent or reserve bunker:

Provided that the Director may permit any such ship to be fitted with doorways in bulkheads dividing two between-deck cargo spaces if he is satisfied that— (a)the doorways are necessary for the proper working of the ship; (b)the number of such doorways in the ship is the minimum compatible with the design and proper working of the ship, and they are fitted at the highest practicable level; and (c)the outboard vertical edges of such doorways are situated at a distance as far as practicable from the ship’s shell plating and in no case less than one-fifth of the breadth of the ship, such distance being measured at right angles to the centre line of the ship at the level of the deepest subdivision load waterline: Provided also that in ships carrying goods vehicles and accompanying personnel doorways may be fitted in bulkheads dividing cargo spaces at any level, subject to compliance with regulation 19(1).

Bulkheads outside the spaces containing machinery which are required by these regulations to be watertight shall not be pierced by openings which are capable of being closed only by portable bolted plates.

No provision.

Every door fitted to any such opening shall be a sliding watertight door; provided that any door permitted by the Director to be fitted in any bulkhead in accordance with regulation 14(4) may be a hinged or rolling watertight door subject to the requirements of subregulation (5) of this regulation.

Sliding watertight doors may have a horizontal or vertical motion and shall be either—

Hinged and rolling watertight doors fitted in accordance with subregulation (2) shall be fitted with catches, or similar quick action closing devices, capable of being worked from each side of the bulkhead in which the door is fitted.

Any watertight door which is—

Every door required by these regulations to be watertight shall be capable of being secured by means other than bolts and of being closed by means other than by gravity.

This regulation shall only apply to post 1992 ships.

In every ship of Classes I, II and II(A) the number of openings in watertight bulkheads shall be reduced to the minimum compatible with the design and proper working of the ship; satisfactory means shall be provided for closing these openings.

Subject to subregulation (12), not more than one door, apart from the doors to bunkers and shaft tunnels, may be fitted in each main transverse bulkhead within spaces containing the main and auxiliary propulsion machinery including boilers serving the needs of propulsion and all permanent bunkers. Where two or more shafts are fitted, the tunnels shall be connected by an intercommunicating passage. There shall be only one door between the machinery space and the tunnel spaces where two shafts are fitted and only two doors where there are more than two shafts. All these doors shall be of the sliding type and shall be so located as to have their sills as high as practicable. The hand gear for operating these doors from above the bulkhead deck shall be situated outside the spaces containing the machinery.

Portable plates on bulkheads shall not be permitted except in machinery spaces. Such plates shall always be in place before the ship leaves port, and shall not be removed during navigation except in cases of urgent necessity at the discretion of the master. The times of removal and replacement of any such portable plates shall be recorded in the log book, and the necessary precautions shall be taken in replacing them to ensure that the joins are watertight. The Director may approve the fitting of not more than one power-operated sliding watertight door in each main transverse bulkhead larger than those specified in subregulation (8)(a)(ii) to be substituted for these portable plates, provided these doors are closed before the ship leaves port and remain closed during navigation except in case of urgent necessity at the discretion of the master. These doors need not meet the requirements of subregulation (8)(a)(iv) regarding complete closure by hand-operated gear in 90 seconds. The time of opening and closing these doors, whether the ship is at sea or in port, shall be recorded in the log book.

Watertight door controls, including hydraulic piping and electric cables, shall be kept as close as practicable to the bulkhead in which the doors are fitted, in order to minimise the likelihood of them being involved in any damage which the ship may sustain. The positioning of watertight doors and their controls shall be such that if the ship sustains damage to the extent described in paragraph 1(3)(b) of Schedule 3, the operation of the watertight doors clear of the damaged portion of the ship is not impaired.

Every sliding watertight door which is operated by power shall be provided with efficient hand-operating gear having an all-round crank motion, or some other movement providing the same guarantee of safety, capable of being operated on each side of the door itself and at an accessible position above the bulkhead deck.

The hand-operating gear for operating the sliding watertight doors in the machinery space from above the bulkhead deck shall be placed outside the machinery space.

The means of operation of any watertight door, whether power operated or not, shall be capable of closing the door when the ship is listed to 15 degrees either way.

There shall be provided in connection with every such door which is operated by power a means of giving an audible warning signal at the door itself when the door is about to be closed. The arrangement shall be such that one movement of the operating handle at the position from which the door is about to be closed will be sufficient to actuate the signal and to close the door, the signal preceding the movement of the door by an interval of about 10 seconds in order to allow the movement of persons and articles away from the door. The signal shall continue to operate until the door is completely closed. The audible warning signal shall be supplemented with an intermittent visual warning signal in any space where the noise level exceeds 85dB(A).

Every door required by these regulations to be watertight shall be of such design, material and construction as will maintain the integrity of the watertight bulkhead in which it is fitted. Any such door shall, together with its frame, be made of cast or mild steel.

If screw gear is used for operating such a door, the screw and nut shall be of suitable metals which are resistant to corrosion.

The frame of every vertically sliding watertight door shall have no groove at the bottom thereof in which dirt may lodge. The bottom of such a frame, if it is of skeleton form, shall be so arranged that dirt cannot lodge therein. The bottom edge of every such door shall be tapered or bevelled.

Every vertically sliding watertight door which is operated by power shall be so designed and fitted that, if the power supply ceases, there shall be no danger of the door dropping.

Every horizontally sliding watertight door shall be so installed as to prevent its moving if the ship rolls, and if necessary a clip or other suitable device shall be provided for that purpose. The device shall not interfere with the closing of the door when the door is required to be closed.

The frame of every watertight door shall be properly fitted to the bulkhead in which the door is situated, and the jointing material between the frame and the bulkhead shall be of a type which will not deteriorate or be injured by heat.

Every watertight door shall be tested by water pressure to a head of water measured from the bottom of the door up to the bulkhead deck or the freeboard deck whichever is higher in way of the bulkhead to which the door is to be fitted, but in no case should the test head be less than 6 metres for sliding doors or less than 3 metres for hinged or rolling doors.

The watertight ventilators and watertight trunks of a passenger ship must be watertight at least up to the bulkhead deck of the ship.

If a ventilation trunk that passes through a structure penetrates the bulkhead deck of the ship, the trunk must be capable of withstanding the water pressure that may be present within the trunk after having taken into account the maximum angle of heel after flooding but before equalization specified in regulation 11B(4)(a).

If all or part of the penetration is on the main ro/ro deck of the ship, the trunk must be capable of withstanding impact pressure due to internal water motions of water trapped on the ro/ro deck.

Watertight deck, ventilator and trunk of a passenger ship must be subject to a hose or flooding test after completion of its construction.

In applying paragraph 1(2)(a) of Schedule 3 for the worst operating condition, the permeability for cargo spaces used for the stowage of goods vehicles and containers shall be derived by calculation in which the goods vehicles or containers shall be assumed to be non-watertight and their permeability taken as 65. For ships which are dedicated to a particular trade or trades the actual value of permeability for goods vehicles and containers may be applied, if the Director so permits. In no case shall the permeability of the cargo spaces in which the goods vehicles and containers are carried be taken as less than 60.

In this regulation—

The number of sidescuttles, scuppers, sanitary discharges and other openings in the shell below the margin line shall be the minimum which, in the opinion of the Director, is compatible with the design and proper working of the ship.

The arrangements for closing every such opening below the margin line shall be consistent with its intended purpose and shall be such as will ensure watertightness.

No provision.

Sidescuttles, windows, gangway ports, cargo ports, bunkering ports and other openings in the shell above the margin line and their means of closing shall be of efficient design and construction and of sufficient strength having regard to the spaces in which they are fitted and to their positions relative to the deepest subdivision load waterline and to the intended service of the ship. All sidescuttles and windows shall be to British Standards specification Numbers BS MA 24: October 1974, BS MA 25: October 1973 as amended by AMD 2060 Amendment Slip No. 1, published 30 July 1976 to BS MA 25 1973, or an equivalent standard acceptable to the Director.

Efficiently hinged deadlights, which can be easily closed and secured watertight shall be provided for all sidescuttles to spaces below the first deck above the bulkhead deck and in a ship which is marked with a summer load line, to all sidescuttles in an enclosed superstructure.

In every ship which is marked with a summer load line, each discharge led through the shell above the margin line from a space below the freeboard deck or from within any enclosed superstructure or from within any deckhouse on the freeboard deck which is fitted with weathertight doors, shall be fitted in compliance with the requirements of regulation 20(4)(b)(i), (ii) or (c)(iii) with efficient means for preventing water from passing inboard.

A passenger ship constructed on or after 1 July 1997 must comply with the applicable requirements on the watertight integrity above the margin line specified in regulation 20 of specified Chapter II-1. (L.N. 256 of 2018)

Every ship shall be marked on its side amidships with the subdivision load lines assigned to it by the Director. The marks shall consist of horizontal lines 25 millimetres in breadth and 230 millimetres in length for any ship to which Part IV of the Ordinance applies and 300 millimetres in length for any other ship. The marks shall be painted in white or yellow if the background is dark or in black if the background is light and, if the sides of the ship are of metal, they shall be cut in, centre punched or indicated by welded beads; if the sides of the ship are of wood, the marks shall be cut into the planking to a depth of not less than 3 millimetres; if the sides are of other materials to which the foregoing methods of marking cannot effectively be applied, the marks shall be permanently affixed to the sides of the ship by bonding or some other effective method.

The subdivision load lines shall be identified with the letter C, and, in ships of Classes I and II, with consecutive numbers beginning from the deepest subdivision load line which shall be marked C.1 in ships of Class II(A)— (E.R. 1 of 2023)

The identifying letters and numerals shall in every case be painted and cut in or centre punched or indicated by welded beads or otherwise marked as appropriate, on the sides of the ship in the same manner as the lines to which they relate.

Ships which are assigned freeboards and are required to be marked with load lines under the Merchant Shipping (Safety) (Load Line) Regulations (Cap. 369 sub. leg. AD) shall be marked as follows— (E.R. 1 of 2023)

Every ship to which these regulations apply shall be provided with an efficient pumping plant capable of pumping from and draining any watertight compartment in the ship, other than a space permanently appropriated for the carriage of fresh water, water ballast or oil and for which other efficient means of pumping or drainage is provided, under all conditions likely to arise in practice after a casualty, whether or not the ship remains upright. Wing suctions shall be provided if necessary for that purpose. Efficient arrangements shall be provided whereby water in any watertight compartment may find its way to the suction pipes. Efficient means shall be provided for draining water from all insulated holds and insulated between decks in such a ship; provided that the Director may allow the provision for drainage to be omitted in a particular compartment if he is satisfied—

Sanitary, ballast and general service pumps having a capacity in accordance with regulation 35(3) may be accepted as independent power pumps if fitted with necessary connections to the bilge pump systems.

Every ship of Classes I and II shall be provided with power pumps connected to the bilge main in accordance with the following table—

Such pumps shall be arranged as follows—

Every ship of Class II(A) shall be provided with bilge pumps in accordance with the following table—

In every such ship of 76 metres in length or over and in every such ship of under 76 metres in length in which a hand pump is replaced by an independent power pump, regulation 32(2) shall apply to such a ship as it applies to ships of Classes I and II.

Power bilge pumps fitted in any ship to which these regulations apply, shall where practicable be placed in separate watertight compartments so arranged or situated as not to be readily flooded by the same damage, and if the machinery essential for propulsion is in two or more watertight compartments the bilge pumps there available shall be distributed through such compartments as far as possible.

Every bilge pump provided in compliance with these regulations shall be self-priming unless efficient means of priming are provided. Every such pump, other than a hand pump of the lever type and a pump provided for peak compartments only, shall, whether operated by hand or by power, be so arranged as to be capable of drawing water from any space required by regulation 31 to be drained.

Every independent power bilge pump shall be capable of giving a speed of water of not less than 2 metres per second through the ship’s main bilge pipe when its diameter is that determined by regulation 37(1). Every such independent power bilge pump shall have a direct suction from the space in which it is situated, provided that not more than two direct suctions shall be required in any one space. Every such suction shall be of a diameter not less than that of the ship’s main bilge pipe. The direct suctions in the ship’s machinery space shall be so arranged that water may be pumped from each side of the space through direct suctions to independent power bilge pumps.

One of the sea water pumps circulating each main engine shall be fitted with direct suction connections, which shall be provided with non-return valves, to the lowest drainage level in the ship’s machinery space, or as near thereto as will satisfy the Director. Such connections in steamships shall be of a diameter at least two-thirds of that of the main circulating pump inlet, and in motor ships of the same diameter as the main seawater circulating pump inlet. Where in the opinion of the Director any main circulating pump is not suitable for this purpose, a direct emergency bilge suction shall be led from the largest available independent power driven pump to the drainage level of the machinery space; the suction shall be of the same diameter as the main inlet of the pump used. The capacity of the pump so connected shall exceed that of a required bilge pump by an amount satisfactory to the Director. The open end of such suctions or the strainer, if any, attached thereto shall be accessible for clearing. The spindles of the ship’s main sea inlet and of the direct suction valves shall extend well above the engine room platform.

The hand bilge pumps shall be workable from above the ship’s bulkhead deck, if any, and shall be so arranged that the bucket and tail valve can be withdrawn for examination and overhaul under flooding conditions.

In every ship all bilge suction pipes up to the connection to the pumps shall be independent of other piping.

All bilge pipes used in or under fuel storage tanks or in boiler or machinery spaces, including spaces in which oil-settling tanks or oil fuel pumping units are situated, shall be of steel or other suitable material.

Bilge suction pipes shall not be led through oil tanks unless the pipes are enclosed in an oiltight trunkway. Such pipes shall not be led through double bottom tanks. Where bilge suction pipes pass through deep ballast water tanks, such pipes should be of heavy gauge and the number of pipe joints kept to a minimum. The pipes shall be led above the line of the double bottom.

Such pipes shall be made with flanged joints and shall be thoroughly secured in position and protected where necessary against the risk of damage. Efficient expansion joints or bends shall be provided in each line of pipe, and where a connection is made at a bulkhead or elsewhere with a lead bend the radius of each bend and the distance between the axes of the straight parts of the pipes shall be not less than three times the diameter of the pipe and the length of any bend shall be not less than eight times that diameter.

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

Subject to the provisions of subregulations (2) and (3), in every ship of Classes I to IIA inclusive, the internal diameter of main and branch bilge suction pipes shall be determined to the nearest standard size calculated according to the following formulae— (L.N. 139 of 1994)

No main bilge suction pipe in any ship of Classes I to IIA inclusive, shall be less than 63 millimetres in bore, and no branch suction pipe shall be less than 50 millimetres or need be more than 100 millimetres in bore.

No provision.

In every ship to which Part IIA applies the bilge and ballast pumping systems shall be so arranged as to prevent water passing from the sea or from water ballast spaces into the ship’s cargo spaces or into any part of the machinery space of from one watertight compartment in the ship to another. The bilge connection to any pump which effects suction from the sea or from water ballast spaces shall be made by means of either a non-return valve or a cock which cannot be opened at the same time to the bilges and to the sea or to the bilges and the water ballast spaces. Valves in bilge distribution boxes shall be of a non-return type. An arrangement of lock-up valves or of blank flanges shall be provided to prevent any deep tank in such a ship being inadvertently run up from the sea when it contains cargo or pumped out through a bilge pipe when it contains water ballast, and instructions for the working of such arrangement shall be conspicuously displayed nearby.

Provision shall be made to prevent the flooding of any watertight compartment served by a bilge suction pipe in the event of the pipe being severed or otherwise damaged in any other watertight compartment through collision or grounding. Where any part of such a pipe is situated nearer to the side of the ship than one-fifth of the breadth of the ship such distance being measured at right angles to the centre line of the ship at the level of the deepest subdivision load waterline, or in any duct keel, a non-return valve shall be fitted to the pipe in the watertight compartment containing the open end of the pipe.

In every ship of Classes I to IIA inclusive, the bilge main shall not be situated nearer to the ship’s side than one-fifth of the breadth of the ship such distance being measured at right angles to the centre line of the ship at the level of the deepest subdivision load waterline, and where any bilge pump or its pipe connecting it to the bilge main is not so situated the arrangements shall be such that damage to the ship’s side penetrating to the extent of one-fifth of the ship’s breadth measured as described in this subregulation shall not put the other bilge pumping arrangements out of action.

In every ship to which Part IIA applies all distribution boxes, valves and cocks fitted in connection with the bilge pumping arrangements shall be in positions which are accessible at all times in ordinary circumstances and shall be so arranged that in the event of flooding, one of the bilge pumps may operate on any watertight compartment in the ship. If in any such ship there is only one system of pipes common to all such pumps, the necessary valves or cocks for controlling the bilge suctions shall be capable of being operated from above the ship’s bulkhead deck. If an emergency bilge pumping system is provided in addition to the main bilge pumping system it shall be independent of the main system and shall be so arranged that a pump is capable of being operated on any watertight compartment under flooding conditions; in that case the cocks and valves necessary for the operation of the emergency system shall be capable of being operated from above the bulkhead deck. Provided that in any ship of Class II(A) of under 30.5 metres in length provided with a hand pump of the lever type for each watertight compartment in accordance with the provisions of regulation 33(1), the valves and cocks on the bilge main for controlling the bilge suctions shall not be required to be capable of being operated from above the ship’s bulkhead deck if they are in the same compartment as a power pump.

Any remote operating system for bilge suction valves or cocks shall be led as directly as possible. Every such operating system passing through a cargo space shall be protected against damage in such a space.

Every valve or cock which is required by this regulation to be operated from above the bulkhead deck shall have its control at its place of operation clearly marked to show the purpose it serves and how it may be opened and closed and shall be provided with a means to indicate when it is open and when it is closed.

The electrical equipment and installations in every ship 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 1132.

In every ship of Classes I to IIA inclusive a main source of electrical power shall be provided of sufficient capacity to supply all the services referred to in regulation 43(1)(a) and (b). The main source of electrical power shall be arranged so that such services can be maintained regardless of the speed and direction of rotation of the propulsion machinery or shafting. The main source of electrical power shall consist of at least two generating sets. Arrangements shall be made which will safeguard the main generating sets and main switchboards from being rendered inoperative in the event of the partial flooding of the machinery space through leakage from a damaged compartment or otherwise.

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

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.

In any ship with only one main generating station the main switchboard shall be located in the same space as the main generating sets. Where there is more than one main generating station and only one main switchboard, that switchboard shall be located in the same space as one of the main generating stations. Where other essential features of the ship render the application of this requirement impracticable the Director may permit the provision of equivalent arrangements. For the purpose of this subregulation an environmental enclosure for the main switchboard, such as a machinery control room fitted within the main boundary of the space, does not provide separation between the generating sets and switchboards.

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

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

Emergency electric lighting provided in accordance with these regulations shall be arranged so that a fire or other casualty in spaces containing the emergency source of electrical power, the associated transforming equipment, if any, the emergency switchboard and the emergency lighting switchboard will not render inoperative the main electric lighting system required by subregulation (1).

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.

In every ship of Classes I, II and II(A) there shall be provided a self-contained emergency source of electrical power which shall be so designed and arranged that it will operate at full rated power when the ship is listed 22 1/2 degrees and when the trim of the ship is 10 degrees from an even keel or any combination of heel and trim within these limits. (E.R. 1 of 2023)

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

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 generating set may be used to supply services other than emergency supplies exceptionally for short periods provided that the independent operation of the emergency source of electrical power is safeguarded in all circumstances.

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

The transitional source of emergency electrical power required by this regulation shall—

Discharge of accumulator batteries that constitute either the emergency source of electrical power or transitional source of electrical power shall be indicated on the main switchboard or in the machinery control room. Discharge of any independent accumulator batteries provided in compliance with regulation 48(1)(c) shall be indicated at the appropriate control station.

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

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 from the emergency switchboard automatically, if necessary, to ensure that electric power is available for the required emergency supplies.

Means shall be provided for periodically testing the complete emergency electrical system 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. 256 of 2018)

In every ship of Classes I, II and IIA the emergency generating sets shall be capable of being readily started at a temperature of 0^oC. If temperatures below 0^oC are anticipated provision shall be made for heating the engine so that it will start readily.

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

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

The emergency generating set shall—

In every ship of Classes I, II and IIA the emergency source of electrical power required by regulation 46 shall be capable of simultaneously supplying the following services, including any starting currents, for a period of 36 hours or for such shorter period (being not less than 12 hours) as the Director may permit in the case of any ship regularly engaged on voyages of short duration—

The emergency source of electrical power referred to in subregulation (1) shall also be capable of supplying simultaneously with the services required by that subregulation the steering gear for the period of time required by regulation 68(16).

In addition to fulfilling the requirements of regulation 48(1) the emergency source of electrical power shall be capable of supplying simultaneously for a period of 30 minutes—

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

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

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.

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. In particular when electric lamps, welding equipment, tools or other apparatus are used in confined or damp spaces or spaces with large exposed conductive surfaces, special provision shall be made so far as practicable, to ensure that the danger of electric shock is reduced to a minimum. Such spaces shall at least include open decks and machinery spaces.

Every main and emergency switchboard shall be so arranged as to give easy access for operation and sufficient access for maintenance without danger to any person. Every such switchboard shall be suitably guarded and a non-conducting mat or grating shall be provided at the back and front where necessary. No exposed parts which may have a voltage between conductors or to earth exceeding 250 volts direct current or 50 volts RMS ac shall be installed on the face of any switchboard or control panel. (L.N. 109 of 2001)

Subject to subregulation (6) the hull return system shall not be used in any such ship for the power, heat and light distribution systems thereof.

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

The requirements of subregulations (4) and (5) do not preclude the use of—

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 circuits.

Each separate electrical circuit, other than a circuit which operates the ship’s steering gear, shall unless the Director otherwise permits be protected against overload. There shall be clearly and permanently indicated on or near each overload protective device the current carrying capacity of the circuit which it protects and the rating or setting of the device.

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

Accumulator batteries shall be housed in boxes or compartments which are constructed to protect the batteries from damage and are so ventilated as to minimise the accumulation of explosive gas. Subject to regulation 53(1), electrical or other equipment which may constitute a source of ignition of flammable vapours shall not be installed in any compartment assigned to accumulator batteries. Accumulator batteries shall not be installed in sleeping accommodation spaces.

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

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

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

In special category spaces the electrical equipment shall be certified for use in explosive petrol and air mixtures and the cables shall be appropriate for use in such mixtures provided that in such spaces above the bulkhead deck electrical equipment that is enclosed and protected to prevent discharge of sparks may be installed more than 450 millimetres above any deck on which vapours may accumulate if the atmosphere within the special category space is changed at least ten times per hour based upon the gross volume of the space.

In cargo spaces, other than special category spaces, intended for the carriage of motor vehicles with fuel in their tanks for their propulsion the electrical equipment shall be certified for use in explosive petrol and air mixtures and the cables shall be appropriate for use in such mixtures.

In any ventilation trunk connected to any enclosed space for the carriage of motor vehicles with fuel in their tanks for their propulsion, including a special category space, electrical equipment shall be certified for use in explosive petrol and air mixtures and the cables shall be appropriate for use in such mixtures.

Electrical equipment and cables shall not be installed in enclosed cargo spaces, special category spaces or open ro/ro cargo spaces intended for the carriage of dangerous goods which are flammable liquids with a flash point below 23^oC (Closed Cup Test) or flammable gases unless the Director considers the location therein essential. If permitted, any electrical equipment installed in such spaces shall be certified for, and cables shall be appropriate for, use with the flammable dusts, gases or vapours to which it may be exposed. Cable penetrations of the decks and bulkheads of such spaces shall be sealed against the passage of gas or vapour. The Director may permit the installation of electrical equipment and cables which do not comply with the foregoing for particular applications provided such equipment and cables are capable of being electrically isolated by the removal of links or the operation of lockable switches.

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

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

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 Director may for the purposes of this subregulation, if he considers it safe to do so, permit a partial reduction in propulsion capability from normal operation.

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 Director may permit a single means of limiting the speed of machinery where he considers it safe to do so.

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 Director 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. 256 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. 256 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. 256 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 in all service conditions taking into account the type of engines by which these components 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 explosive relief valves shall be arranged or provided with means to ensure that any discharge from them is so directed as to minimise the possibility of injury to personnel.

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

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.

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 at any time thereafter be capable of withstanding such a test and 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; provided that the Director may, having regard to the output or any other feature of any boiler or unfired steam generator, permit only one safety valve to be fitted if he is satisfied that adequate protection against overpressure is provided.

Every oil fired boiler which is not continuously attended shall be provided with arrangements to shut off the fuel supply and give an alarm at an attended location in the event of low boiler water level, combustion air supply failure or flame failure.

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

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

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

Every boiler shall be provided with not less than two efficient and separate feed water systems so arranged that either of such systems may be opened for inspection or overhaul without affecting the efficiency of the other. Means shall be provided which will prevent overpressure in any part of the systems.

Every ship in which boilers are fitted shall be provided with not less than two feed pumps and when the boilers are operating under full load conditions, there shall be at least one feed pump available for stand-by duties.

If it is possible for oil to enter the feed water system of a boiler, the arrangements for supplying boiler feed water shall provide for the interception of oil in the feed water.

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 the boilers.

In every ship in which boilers are fitted provision shall be made to ensure that a supply of suitable reserve feed water is available, having regard to the nature and intended duration of the voyage.

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 to a hydraulic pressure to be determined having regard to the matters referred to in subregulation (1)(a) and (b) but in no case to less than twice the working pressure to which it may be subjected and shall at any time thereafter be capable of withstanding such a test.

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 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 any steam pipe can receive steam from any source at a higher pressure than it can otherwise withstand with an adequate factor of safety, an efficient reducing valve, relief valve and pressure gauge shall be fitted to such pipe.

In every ship in which machinery essential for the propulsion and safety of the ship or of persons on board is required to be started, operated or controlled solely by compressed air, there shall be provided at least two independently driven air compressors each of which shall be of efficient design and of sufficient strength and capacity for the service for which it is intended.

Every ship which is propelled by compression ignition engines designed to start by compressed air, shall be provided with at least two air receivers, which shall be of such aggregate capacity that, when they are filled with compressed air, the air contained therein will be sufficient to start each of the ship’s main engines twelve times if such engines are reversible, and six times if such engines are non-reversible.

Every air receiver and air bottle shall be fitted with means of access for purposes of inspection and shall be provided with efficient drains for the removal of oil and water and with efficient relief valves to prevent overpressure. If the air receiver or air bottle can be isolated from the relief valve, it shall be fitted with one or more fusible plugs so as to discharge its contents in the event of fire.

In every ship where machinery essential for the propulsion or safety of the ship or of persons on board is dependent for its operation on an efficient cooling water system there shall be provided at least one circulating pump and, except in the case of any emergency generator, provision shall be made so that in the event of the failure of such pump an alternative pump is available for the same duty. Such pumps shall be capable of supplying adequate cooling water to such machinery, oil coolers, fresh water coolers or condensers fitted thereto.

If direct sea water cooling is used for essential internal combustion machinery the sea water suctions shall be provided with strainers which can be cleaned without interruption of the supply of water.

Means shall be provided for ascertaining whether the cooling systems are working properly and for preventing overpressure in any part thereof.

The exhaust pipes and silencers of every internal combustion engine shall be efficiently cooled or lagged.

any oil fuel used in boilers or machinery shall, except as allowed for a generator by regulation 46(4)(a) have a flash point of not less than 60^oC (Closed Cup Test);

oil fuel tanks shall be part of the ship’s structure and shall be located outside machinery spaces of Category A; when oil fuel tanks, except double bottom tanks, are necessarily located adjacent to or within machinery spaces of Category A at least one of their vertical sides shall be contiguous to the machinery space boundaries and they shall have a boundary common with the double bottom tanks; the area of the tank boundary common with the machinery space shall be kept to a minimum; the use of free-standing oil fuel tanks shall be avoided; any oil fuel tank located within the boundaries of machinery spaces of Category A shall not contain fuel having a flash point of less than 60^oC (Closed Cup Test); where it is impracticable to meet the requirements of this subregulation, the Director may permit other arrangements;

oil fuel tanks shall not be situated directly above boilers or other heated surfaces;

oil fuel shall not be carried in forepeak tanks or in any tank forward of the collision bulkhead;

every oil fuel tank shall, where necessary, be provided with save-alls or gutters which will catch any oil which may leak therefrom;

every suction pipe from any oil fuel tank situated above an inner bottom and every oil fuel levelling pipe within a boiler room or engine room shall be fitted with a valve or cock secured to each tank to which the pipe is connected; every such valve or cock fitted to an oil fuel suction pipe shall be so arranged that it may be closed both from the compartment in which it is situated and from a readily accessible position outside such compartment and not likely to be cut off in the event of fire in that compartment; every valve or cock fitted to an oil fuel levelling pipe shall be so arranged that it can be closed or opened from a readily accessible position above the bulkhead deck which is not likely to be cut off by flooding or by fire in the compartment in which the pipe is situated; if any oil tank filling pipe is not connected to an oil fuel tank at or near the top of the tank, it shall be fitted with a non-return valve or with a valve or cock secured to the tank to which it is connected and so arranged that it may be closed both from the compartment in which it is situated and from a readily accessible position outside such compartment and not likely to be cut off in the event of fire in that compartment;

the oil fuel shall be effectively isolated from water ballast; the pumping arrangements shall be such as will permit the oil fuel to be transferred from any storage tank or settling tank appropriated for oil fuel into another storage tank or settling tank so appropriated; provision shall be made to prevent the accidental discharge or overflow of oil overboard; if fresh water is stored in a tank adjacent to a tank appropriated for the storage of oil fuel a cofferdam shall be provided which will prevent contamination of the fresh water by the oil;

every oil fuel tank shall, before being put into service for the first time, be subjected to a test by hydraulic pressure in the case of a storage tank, settling tank or service tank, equal to that of a head of water 300 millimetres greater than the greatest head to which the tank may be subject when in service, and in the case of a settling tank in which oil fuel is heated in the course of its preparation for combustion in boilers or machinery and which is situated in, or forms part of, the boundary of any machinery space, equal to not less than 1 bar; every such tank shall at any time thereafter be capable of withstanding such a test;

provision shall be made which will prevent overpressure in any oil fuel tank, oil fuel filling pipe or any part of the oil fuel system;

an air pipe shall be led from every oil fuel tank to the open air, and the outlet thereof shall be in such a position that there will be no danger of fire or explosion resulting from the emergence of oil vapour from the pipe when the tank is being filled; every such pipe shall be fitted with a detachable wire gauze diaphragm; if such pipe also serves as an overflow pipe provision shall be made which will prevent the overflow from running into or near a boiler room, galley or other place in which it might be ignited;

means shall be provided for the removal of water from fuel oil; such means shall include the fitting of water drain valves to daily service tanks, settling tanks and where practicable to other fuel oil tanks; where the removal of water by drain valves is impracticable water separators shall be fitted in the supply lines to propulsion machinery;

every drain provided for the purpose of removing water from fuel oil in storage or settling tanks or in separators shall be of the self-closing type;

the oil fuel filling stations shall be isolated from other spaces in the ship and shall be sufficiently drained and ventilated; provision shall be made which will prevent overpressure in any oil-filling pipe lines;

the requirements on oil fuel arrangements specified in regulations 15.2.9 (or the alternative requirement specified in regulation 15.2.12), 15.2.10 and 15.2.11 of specified Chapter II-2 must be complied with; (L.N. 256 of 2018)

every oil pipe, not being an oil pressure pipe, shall be made of steel or other suitable material and shall be led at such a height above the ship’s inner bottom, if any, as will facilitate the inspection and repair of the pipe; every such pipe and joint therein and every fitting connected to such pipe shall, before being put into service for the first time, be subjected to a test by hydraulic pressure to 3.5 bar or to twice its maximum working pressure, whichever shall be the greater, and shall at any time thereafter be capable of withstanding such a test;

every steam heating pipe which may be in contact with oil shall be made of steel and, together with its joints, shall, before being put into service for the first time, be subjected to a test by hydraulic pressure to twice its maximum working pressure and shall be at any time thereafter be capable of withstanding such a test;

every master valve at the furnace fronts which controls the supply of oil fuel to sets of burners shall be of a quick-closing type and fitted in a conspicuous position and readily accessible; provision shall be made to prevent oil from being turned on to any burner unless such burner has been correctly coupled up to the oil supply line;

every valve used in connection with the oil fuel installation shall be so designed and constructed as to prevent the cover of the valve chest being slackened back or loosened when the valve is operated;

every pump provided for use in connection with the oil fuel system shall be separate from the ship’s feed pumps, bilge pumps and ballast pumps and the connections of any such pumps and shall be provided with an efficient relief valve which shall be in close circuit;

every ship shall be provided with not less than two oil fuel units, each comprising a pressure pump, filters and a heater; such pump, filters and heater shall be of efficient design and substantial construction; provision shall be made which will prevent overpressure in any part of the oil fuel units; every oil fuel pressure pipe and joint therein shall, before being put into service for the first time, be subjected to a test by hydraulic pressure to 28 bar or twice their maximum working pressure, whichever shall be the greater; every fitting connected to oil pressure pipes and all parts of oil fuel units which are subject to oil pressure shall, before being put into service for the first time, be subjected to a test by hydraulic pressure to twice their maximum working pressure; every oil pressure pipe, joint fitting and pressure part of an oil fuel unit shall at any time thereafter be capable of withstanding the relevant hydraulic test stated above; any relief valves fitted to prevent overpressure in the oil fuel heater shall be in close circuit; if steam is used for heating oil fuel in bunkers, tanks, heaters or separators, exhaust drains shall be provided to discharge the water or condensate into an observation tank;

save-alls or gutters shall be provided under every oil fuel pump, filter and heater to catch any oil which may leak or be spilled therefrom; save-alls or gutters shall be provided in way of the furnace mouths to catch oil which may escape from the burners; provision shall be made which will prevent oil which may escape from any oil fuel pump, filter or heater from coming into contact with boilers or other heated surfaces;

every oil fuel separator shall be of efficient design and substantial construction; provision shall be made which will prevent overpressure in any part thereof and which will prevent the discharge of oil vapour therefrom into confined spaces;

if in any ship being a ship propelled by means of oil-fired boilers, dampers are fitted to the funnels or boilers, provision shall be made for securing the dampers in the open position and an indicator shall be provided to show whether the dampers are open or shut; and

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

If a ship uses low-flashpoint fuel under subregulation (1), regulation 64 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—

If a cooking range or other heating appliance is supplied with fuel from an oil tank, the tank shall not be situated in a galley, and the supply of oil to the burners shall be capable of being controlled from a position outside the galley. No range or burner shall be fitted which is designed to be operated by means of oil fuel having a flashpoint of less than 60^oC (Closed Cup Test).

The tank shall be provided with an air pipe leading to the open air. The pipe shall be in such a position that there will be no danger of fire or explosion resulting from the emergence of oil vapour from the pipe when the tank is being filled. The pipe shall be fitted with a detachable wire gauze diaphragm.

Safe and efficient means shall be provided for filling every such tank and for preventing overpressure therein.

In every ship in which oil is circulated under pressure for lubrication, heating or cooling or as the sole means of control of machinery essential for the propulsion or safety of the ship or persons on board, at least two pumps shall be provided each of which shall be adequate for circulating such oil; provided that in the case of any emergency generator in any ship only one such pump shall be required.

In every ship of Classes I, II and II(A) propelled by turbine machinery, or having turbo-electric propelling machinery, the lubricating oil arrangements shall be such that an emergency supply of oil is available sufficient to maintain after a power failure an adequate supply of lubricating oil for at least three minutes or for such longer time as may be required for unloaded turbo-electric propelling machinery to come to rest from the maximum running speed. Such emergency supply shall automatically come into use on failure of the pressure supply of lubricating oil from the pump or pumps.

Strainers shall be provided for straining the lubricating oil and, shall be capable of being cleaned without interrupting the supply of such oil.

Means shall be provided for ascertaining whether the lubricating system is working properly and for preventing overpressure in any part of the system. If the means of preventing overpressure is a relief valve it shall be in close circuit.

The arrangements for the storage and distribution of flammable oils used in pressure systems in machinery spaces shall comply with the requirements of regulation 64(3), (5), (6), (10), (15) and (22) as they apply to oil fuel installations except that sight flow glasses having an acceptable degree of fire resistance may be permitted. Alternative arrangements may be permitted in machinery spaces other than those of Category A, where the Director is satisfied that the safety of the ship is not impaired.

The arrangements for lubricating oil of a post 1992 ship must also comply with the applicable requirements specified in regulations 15.2.10 and 15.2.11 of specified Chapter II-2. (L.N. 256 of 2018)

The arrangements for flammable oils (other than fuel and lubricating oil) of a ship constructed on or after 1 July 1998 must also comply with the applicable requirements specified in regulations 15.2.10 and 15.2.11 of specified Chapter II-2. (L.N. 256 of 2018)

This regulation applies to a ship constructed on or after 1 September 1984 and before 1 July 1998. (L.N. 256 of 2018)

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

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

Every ship provided with remote or automatic control of the main propulsion and its associated machinery, including the sources of main electric supply, enabling that machinery to be operated and supervised from a control room shall be as safe as if the machinery is under direct supervision.

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

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 69 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 position 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 changeover procedures for remote steering gear control systems and steering gear power units shall, where applicable, be permanently displayed on the navigating bridge and in the steering gear compartment. (E.R. 1 of 2023)

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

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

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

Every such steering gear shall—

In every ship measures shall be taken to reduce noise levels in machinery spaces as far as is reasonable and practicable. On completion of a ship, noise levels in machinery spaces shall be measured in accordance with Schedule 5, and a record of the measurements taken shall be retained on the ship.

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

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 of Classes I, II and IIA other than a post October 1994 ship shall be provided with two independent means for communicating orders from the navigating bridge to the position in the machinery space or machinery control room from which the main engines are normally controlled. One of the means shall be an engine room telegraph which provides visual indication of the orders and responses both in the machinery space and on the navigating bridge. Means of communication shall also be provided to any other position from which the main propulsion machinery may be controlled.

Every post October 1994 ship of Classes I, II and IIA shall be provided with two independent means for communicating orders from the navigating bridge to the position in the machinery space or in the control room from which the speed and direction of thrust of the propellers are normally controlled. One of the means shall be an engine room telegraph which provides visual indication of the orders and responses both in the machinery space and on the navigating bridge. Appropriate means of communication shall be provided from the navigating bridge and the engine room to any other position from which the speed or direction of thrust of the propellers may be controlled.

Every ship shall be provided with doorways, stairways, ladderways and other ways to provide readily accessible means of escape to the lifeboat and liferaft embarkation decks for all persons in the ship from accommodation spaces, service spaces and other spaces in which the crew is normally employed, other than machinery spaces. The means of escape shall be so designed and constructed as to be capable of being easily used by the persons for whom they are intended. The number, width and continuity of such means of escape shall be sufficient, having regard to the number of persons by whom they may be used.

Notwithstanding the generality of subregulation (1) in every ship of Classes I, II and II(A) the following shall be complied with—

No provision.

In every ship the means of escape from any public room which may be used for the purpose of concerts, cinema shows and similar forms of entertainment shall be adequate, having regard to the number of persons who may be in the audience, and the seating shall be arranged in rows to ensure free access to the exits. When in any such public room subdued lighting is used, the exits shall be clearly marked with illuminated signs and any doors shall be constructed to open outwards.

In the machinery spaces in every ship of Classes I, II and II(A) there shall be provided from each machinery space two means of escape in compliance with the following provisions—

No provision.

In every ship bulwarks or guard rails shall be provided on every exposed deck to which any passenger or vehicles may have access. Such bulwarks or guard rails, together with stanchions supporting the guard rails shall meet the requirements laid down in Schedule 6 and be so placed, designed and constructed, and in particular shall be of such a height above the deck as to prevent any passenger who may have access to that deck or any vehicle from accidentally falling therefrom. Any freeing ports fitted in such a bulwark shall be covered by a grid or bars which will prevent any person from falling through the port.

No provision.

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.

In addition to the emergency lighting required by Part IV, all passenger public spaces and alleyways shall be provided with supplementary electric lighting that can operate independently of the main and emergency and transitional sources of electric power for at least three hours when the ship is listed up to 90 degrees. The illumination provided shall be such that the approach to the means of escape from the space can be seen. The source of electric power for the lighting shall be accumulator batteries located within the lighting unit that are continuously charged, where practicable, from the emergency switchboard whilst the ship is in service. The lighting shall be of the maintained type so that any failure of the lamp will be immediately apparent. The accumulator batteries shall be replaced in accordance with the service life established by the manufacturer having regard to the ambient temperature to which they are subject in service.

A portable rechargeable battery operated hand lamp shall be provided in every crew space alleyway, recreational space and every working space which is normally occupied unless supplementary emergency lighting as required by subregulation (1) is provided.

The applicable requirements on the watertight integrity of access to ro/ro cargo spaces of a ship specified in regulation 20-2 of specified Chapter II-1 must be complied with in relation to a ship.

The applicable requirements on the integrity of the hull and superstructure, damage prevention and control specified in regulations 23-2.1, 23-2.2 and 23-2.3 of specified Chapter II-1 must be complied with in relation to a ship.

The master of a ship must ensure that the applicable requirements on the supervision, and reporting and recording in the log book of the access to ro/ro cargo spaces specified in regulation 20-2 of specified Chapter II-1 are complied with in relation to the ship.

The master of a ship must ensure that the applicable requirements on the restriction of access to ro/ro cargo spaces specified in regulation 20-3 of specified Chapter II-1 are complied with in relation to the ship.

The master of a ship must ensure that the applicable requirements on the closure of bulkheads on the ro/ro cargo spaces specified in regulation 20-4 of specified Chapter II-1 are complied with in relation to the ship.

The master of a ship must ensure that the applicable requirements on documented operating procedures for closing and securing of watertight doors and other closing appliances specified in regulation 23-2.4 of specified Chapter II-1 are complied with in relation to the ship.

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

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

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.

All ships shall be subjected to the surveys specified below—

The surveys referred to above shall be carried out by a Government Surveyor as follows—

After any survey of a ship required by these regulations has been completed, and a Passenger Ship Safety Certificate or a Passenger Certificate, as appropriate, has been issued, the Director may cancel such Certificate if any material change is made to the structural arrangement, machinery, equipment or any other items required by these regulations unless such change is approved by him. (L.N. 37 of 2000)

Whenever an accident occurs to a ship or a defect is discovered either of which affects the safety of the ship or the efficiency or completeness of its equipment, the master or owner of the ship shall report at the earliest opportunity to the Director who will cause investigations to be initiated to determine whether a survey is necessary and may thereafter require an additional survey to be carried out. (31 of 2025 s. 103)

If at any time the stability information supplied to the master is found to be invalid the Director may withdraw the certificate until new and valid stability information is supplied. (L.N. 139 of 1994)

A certificate called a Passenger Ship Safety Certificate to ships of Classes I and II or a Passenger Certificate to ships of Class IIA shall be issued on completion of a satisfactory survey which shows that the ship complies with these and all other relevant regulations and provisions of the Ordinance which are applicable. The Passenger Ship Safety Certificate shall be supplemented by a Record of Equipment. (L.N. 37 of 2000; E.R. 1 of 2023)

When an exemption is granted from a requirement of these regulations which gives effect to a requirement of the Safety of Life at Sea Convention 1974 or of the first Amendments thereto to a ship of Class I or II under and in accordance with the provisions of regulation 2 a certificate called an Exemption Certificate shall be issued in addition to the certificate referred to in subregulation (1).

Any of the certificates under regulation 83 shall be valid for 12 months from the date of issue or for such shorter period as may be specified in the certificate.

If the ship at the time when her Passenger Ship Safety Certificate expires is not in Hong Kong or in a port in which it is to be surveyed, the Director may extend the certificate, but such extension shall be granted only for the purpose of allowing the ship to complete its voyage to Hong Kong or to a port in which it is to be surveyed.

No certificate shall be extended under the provisions of subregulation (2) for a longer period than 3 months, and a ship to which an extension is granted shall not, on its arrival in Hong Kong or the port in which it is to be surveyed, be entitled by virtue of such extension to leave that port without having obtained a new certificate in accordance with regulation 83. When the renewal survey of the ship is completed, the new certificate issued in consequence of the survey shall be valid for 12 months from the date of expiry of the existing certificate before the extension was granted or for such shorter period as may be specified in the certificate or, if the Director considers it is appropriate in the special circumstances of the case, valid for 12 months from the date of completion of the survey or for such shorter period as may be specified in the certificate.

The Director may, on the application of the owner, agent or master of a ship of Class IIA, grant an extension of a Passenger Certificate issued in respect of the ship for a period not exceeding 1 month from the date of expiry of the certificate. (L.N. 37 of 2000)

Where a ship in respect of which a Passenger Ship Safety Certificate has been issued is registered in Hong Kong and engaged on short voyages, and the certificate has not been extended under section 29 of the Ordinance nor this regulation, the Director may, on the application of the owner, agent or master of the ship, grant an extension of the certificate for a period not exceeding 1 month from the date of expiry of the certificate. When the renewal survey of the ship is completed, the new certificate issued in consequence of the survey shall be valid for 12 months from the date of expiry of the existing certificate before the extension was granted or for such shorter period as may be specified in the certificate or, if the Director considers it is appropriate in the special circumstances of the case, valid for 12 months from the date of completion of the survey or for such shorter period as may be specified in the certificate. (L.N. 37 of 2000)

A Passenger Ship Safety Certificate shall cease to be valid—

This regulation applies to a Hong Kong passenger ship.

If regulation 20(4)(db), 53A, 54, 70, 71, 74, 77, 78, 80EB or 82(2) is contravened in relation to a ship, the owner and the master of the ship each commits an offence and is liable to a fine at level 3.

A person who contravenes regulation 9E, 9F, 9G, 9H, 64A(3) or 80EA(3), (4), (5) or (6) commits an offence and is liable to a fine at level 3.

This regulation applies to a passenger ship that is not registered in Hong Kong.

If regulation 4, 6, 7, 8, 10, 11A, 11B, 12, 13, 15A, 18, 18A, 19, 21, 22, 23, 24, 25, 26, 31, 32, 33, 35, 36, 37, 38, 39, 40, 41, 43, 44, 45, 46, 47, 48, 50, 51, 52, 53, 53A, 54, 56, 57, 58, 59, 60, 61, 62, 63, 64, 64A(1), 65, 66, 67, 67A, 68, 69, 70, 71, 72, 73, 74, 76, 76A, 77, 78, 79, 80, 80A, 80D, 80EA(1) or (2), 80EB, 80EC, 80ED, 80F or 82(2) is contravened in relation to a ship, the owner and the master of the ship each commits an offence and is liable to a fine at level 3.

A person who contravenes regulation 64A(3) or 80EA(3), (4), (5) or (6) commits an offence and is liable to a fine at level 3.