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(Cap 369 section 107) [2 August 1991] (L.N. 325 of 1991) Cap 369AM reg 1 Interpretation and application Expanded Cross Reference: 9B, 9C, 9D, 9E, 9F, 9G, 9H, 9I PART I GENERAL (1) (Repealed L.N. 139 of 1994) (1A) (Omitted as spent) (2) In these regulations the following expressions have the following meanings respectively- "accommodation spaces" (起居舱) means- (a) public spaces; (b) corridors and lobbies; (c) stairways; (d) lavatories; (e) cabins; (f) offices; (g) crew spaces; (h) hairdressing salons; (i) pantries not containing cooking appliances; (j) lockers; and (k) space similar to any of the foregoing and trunks to such space;"approved" (批准) means approved by the Director; "auxiliary steering gear" (辅助舵机) means the equipment, other than any part of the main steering gear, necessary to steer the ship in the event of failure of the main steering gear but not including the tiller, quadrant or components serving the same purpose; "breadth of the ship" (船舶宽度) means the greatest moulded breadth at or below the ship's deepest subdivision load waterline; "bulkhead deck" (舱壁甲板) means the uppermost deck up to which transverse watertight bulkheads are carried; "classification society" (船级社) means any society for the classification of ships authorised by the Director where appropriate; "conning position" (指挥位置) means the position from which the navigation of a ship is controlled; (L.N. 109 of 2001) "control room" (控制室) means a room either within or outside a propelling machinery space from which propelling machinery and boilers may be controlled; "control stations" (控制站) means spaces in which radio or main navigating equipment, or the emergency source of power, or the central fire recording equipment, or fire control equipment, or fire extinguishing installations are located, or a control room located outside a propelling machinery space; "crew space" (船员舱) means crew accommodation which includes sleeping rooms, mess rooms, sanitary accommodation, hospital accommodation, recreation accommodation, store rooms and catering accommodation provided for the use of seafarers but does not include any accommodation which is also used by or provided for the use of passengers; "criterion numeral" (衡准数) in relation to any ship means the criterion numeral of the ship determined in accordance with such provisions of Schedule 1 as apply to that ship; "dangerous goods" (危险货物) means goods defined as such in the Merchant Shipping (Safety) (Dangerous Goods) Regulations (Cap 369 sub. leg.); "dead ship condition" (废船状态) means the condition under which the main propulsion plant, boilers and auxiliaries are not in operation due to the absence of power; "deadweight" (载重量) means the difference in tonnes between the displacement of a ship in water of a specific gravity of 1.025 and the lightweight of the ship; "emergency condition" (紧急情况) means a condition under which any services needed for normal operational and habitable conditions are not in working order due to failure of the main source of electrical power; "emergency source of electrical power" (应急电源) means a source of electrical power intended to supply the emergency switchboard in the event of failure of the supply from the main source of electrical power; "emergency switchboard" (应急配电板) means a switchboard which in the event of a failure of the main electrical power supply system is directly supplied by the emergency source of electrical power or the transitional source of emergency electrical power and is intended to distribute electrical energy to the emergency services; "enclosed superstructure" (围封上层建筑) means a superstructure- (a) which has enclosing bulkheads of efficient construction in which all access openings are fitted with sills and weathertight doors, and (b) in which all other openings in the sides or ends thereof are fitted with efficient weathertight means of closing,however it should not include a bridge or poop fulfilling these requirements unless access is provided by which the crew can reach machinery and other working spaces within the bridge or poop by alternative means which are available for the purpose at all times when access openings in the bulkheads of the bridge or poop are closed;"equivalent material" (同等物料) where the words are used in the expression "steel or other equivalent material" (钢或其他同等物料) means any material which, by itself or due to insulation provided, has structural and integrity properties equivalent to steel at the end of an appropriate fire test; "existing passenger ship" (现有客船) means a passenger ship which is not a new passenger ship; "factor of subdivision" (分舱因数) in relation to any ship or portion thereof means the factor of subdivision determined in accordance with such of the provisions of Schedule 1 as apply to that ship or portion as the case may be; "favourable weather" (良好天气) means fine, clear settled weather with a sea state such as to cause only moderate rolling and/or pitching; "floodable length" (可浸长度) in relation to any portion of a ship at any draught means the maximum length of that portion having its centre at a given point in the ship which, at that draught and under such of the assumptions of permeability set forth in Schedule 1 as are applicable in the circumstances, can be flooded without submerging any part of the ship's margin line when the ship has no list; "forward perpendicular" (首垂线) means the forward extremity of the length of the ship as defined in this regulation; "freeboard deck" (干舷甲板) has the same meaning as in the Merchant Shipping (Safety) (Load Line) Regulations (Cap 369 sub. leg.); "Government Surveyor" (政府验船师) means a person appointed to be a Government surveyor by the Secretary for Economic Development and Labour under section 5 of the Ordinance; (L.N. 106 of 2002) "hazardous area" (危险范围) means an area in which explosive gas-air mixtures are, or may be expected to be, present in quantities such as to require special precautions for the construction and use of electrical apparatus or other apparatus which otherwise would constitute a source of ignition; "Hong Kong passenger ship" (香港客船) means a passenger ship registered in Hong Kong; "IMO Resolution A.265(VIII)" (IMO决议A.265(VIII)) means Resolution A.265 (VIII) adopted by the International Maritime Organisation entitled "Regulations on Subdivision and Stability of Passenger Ships as an Equivalent to Part B of Chapter II of the International Convention for the Safety of Life at Sea 1960"; "independent power pump" (独立动力泵) means a pump operated by power otherwise than from the ship's main engines; "International Standard" (国际标准) means a standard specification published by the International Organisation for Standardization or a publication of the International Electrotechnical Commission (IEC), obtainable from the British Standards Institution; "length" (长度) in relation to a ship, except for the purposes of regulation 20(4)(b)(ii) and (c)(iii), means the length of a ship measured between perpendiculars taken at the extremities of the deepest subdivision load waterline; "lightweight" (空载重量) means the displacement of a ship in tonnes without cargo, fuel, lubricating oil, ballast water, fresh water and feed water in tanks, consumable stores and passengers and crew and their effects; "machinery space" (机舱) in every Part of these regulations except Part IIA and Schedule 1 means any space which contains propelling machinery, boilers, oil fuel units, steam and internal combustion engines, generators and major electrical machinery, oil filling stations, refrigerating, stabilising, ventilation and air conditioning machinery and similar spaces, and where the context so admits any trunk to such a space; "machinery space" (机舱) in Part IIA and Schedule 1 means any space extending from the moulded base line of the ship to the margin line and between the extreme transverse watertight bulkheads bounding the spaces containing the main and auxiliary propelling machinery, generators and boilers serving the needs of propulsion, when installed; "machinery space of Category A" (A类机舱) means a machinery space which contains- (a) internal combustion type machinery used either for main propulsion purposes or for other purposes where such machinery has in the aggregate a total power output of not less than 375 kilowatts; or (b) any oil fired boiler or oil fuel unit,and any trunk to such a space; "main circulating pump" (主循环泵) means the pump installed for circulating water through the main condenser; "main generating station" (主发电站) means the space in which the main source of electrical power is situated; "main source of electrical power" (主电源) means a source intended to supply electrical power to the main switchboard for distribution to all services necessary for maintaining the ship in a normal operational and habitable condition; "main steering gear" (主舵机) means the machinery, rudder actuators, steering gear power units, if any, and auxiliary equipment and the means of applying torque to the rudder stock, such as the tiller or quadrant, necessary for effecting movement of the rudder for the purpose of steering the ship under normal service conditions; "main switchboard" (主配电板) means a switchboard which is directly supplied by the main source of electrical power and is intended to distribute electrical energy to the ship's services; "margin line" (限界线) means a line drawn at least 76 millimetres below the upper surface of the bulkhead deck at the side of the ship; "maximum ahead service speed" (最大前进航速) means the greatest speed which the ship is designed to maintain in service at sea at her deepest seagoing draught; "maximum astern speed" (最大后退速度) means the greatest speed which it is estimated the ship can attain at the designed maximum astern power at the deepest seagoing draught; "Merchant Shipping Notice" (商船公告) means a Notice described as such, issued by the United Kingdom Department of Transport, and includes a reference to any document amending or replacing that Notice which is approved by the Director and notified to this effect in the Gazette; "mile" (浬) means a nautical mile of 1852 metres; "navigable speed" (可航行速度) means the minimum speed at which a ship can be effectively steered in the ahead direction; "new passenger ship" (新客船) means a passenger ship the keel of which is laid, or which is at a similar stage of construction, on or after 1 September 1984 or a cargo ship which is converted to a passenger ship on or after that date; "noise level" (噪音声级) means 'A' weighted sound pressure level in decibels dB(A) as defined and tabulated in the British Standards specification number BS 5969:1981; or other equivalent standard acceptable to the Director; "non-combustible material" (非可能燃烧物料) means material which when heated to a temperature of 750oC neither flames for longer than 10 seconds duration, nor raises either its internal temperature or the temperature of the test furnace more than 50oC above 750oC when tested in accordance with British Standard specification 476: Part 4: 1970 or other equivalent standard acceptable to the Director and the expression "combustible material" (可能燃烧物料) shall be construed accordingly; "normal operational and habitable condition" (正常操作和适居状况) means a condition under which the ship as a whole, the machinery, services, means and aids ensuring propulsion, ability to steer, safe navigation, fire and flooding safety, internal and external communications and signals, means of escape, and winches for emergency boats, as well as the designed comfortable conditions of habitability are in working order and functioning normally; "oil fuel unit" (燃油机组) means the equipment used for the preparation of oil fuel for delivery to an oil-fired boiler or the equipment used for the preparation for delivery of heated oil to an internal combustion engine, and includes any oil pressure pumps, filters and heaters dealing with oil at a pressure greater than 1.8 bar gauge; "open ro/ro cargo spaces" (开放式滚装货舱) means ro/ro cargo spaces either open at both ends, or open at one end and provided with adequate natural ventilation effective over their entire length through permanent openings in the side plating or deckhead; "passenger" (乘客) means any person carried in a ship except; (a) a person employed or engaged in any capacity on board the ship on the business of the ship; (b) a person on board the ship either in pursuance of the obligation laid upon the master to carry shipwrecked, distressed or other persons, or by reason of any circumstances that neither the master nor the owner nor the charterer (if any) could have prevented; and (c) a child under one year of age;"passenger ship" (客船) means a ship carrying more than 12 passengers and propelled by electricity or other mechanical power; "passenger space" (客舱) means a space provided for the use of passengers except as otherwise defined in paragraph 1(3) of Schedule 1; "permeability" (渗透率) in relation to a space means the percentage of that space which, on the assumption that it is in use for the purpose for which it was appropriated, can be occupied by water; "permissible length" (许可长度) of a compartment having its centre at any point in the length of a ship means the product of the floodable length at that point and the factor of subdivision of the ship; "post 1990 ship" (1990年后建造的船舶) means a passenger ship the keel of which is laid, or which is at a similar stage of construction, on or after 29 April 1990 or a cargo ship which is converted to a passenger ship on or after that date; (L.N. 139 of 1994) "post 1992 ship" (1992年后建造的船舶) means a passenger ship the keel of which is laid, or which is at a similar stage of construction, on or after 1 February 1992 or a cargo ship which is converted to a passenger ship on or after that date; (L.N. 139 of 1994) "post January 1994 ship" (1994年1月后建造的船舶) means a passenger ship the keel of which is laid, or which is at a similar stage of construction, on or after 1 January 1994 or a cargo ship which is converted to a passenger ship on or after that date; (L.N. 413 of 1995) "post October 1994 ship" (1994年10月后建造的船舶) means a passenger ship the keel of which is laid, or which is at a similar stage of construction, on or after 1 October 1994 or a cargo ship which is converted to a passenger ship on or after that date; (L.N. 413 of 1995) "power actuating system" (动力驱动系统) means the hydraulic equipment provided for supplying power to turn the rudder stock, comprising a steering gear power unit or units, together with the associated pipes and fittings, and a rudder actuator. The power actuating systems may share common mechanical components, that is, tiller, quadrant and rudder stock, or components serving the same purpose; "public spaces" (公用舱) includes halls, dining rooms, bars, smoke rooms, lounges, recreation rooms, nurseries, libraries and similar public permanently enclosed spaces; "radiotelegraph room" (无线电报室) has the same meaning as in the Merchant Shipping (Safety) (Radio Installations) Regulations (Cap 369 sub. leg.); "ro/ro cargo spaces" (滚装货舱) means spaces not normally subdivided in any way and extending to either a substantial length or the entire length of the ship in which goods (packaged or in bulk, in or on rail or road cars, vehicles (including road or rail tankers), trailers, containers, pallets, demountable tanks or in or on similar stowage units or other receptacles) can be loaded and unloaded normally in a horizontal direction; "ro/ro passenger ship" (滚装客船) means a passenger ship provided with cargo or vehicle spaces in which vehicles or cargo can be loaded or unloaded in a horizontal direction; "service space" (服务舱) includes galleys, pantries containing cooking appliances, lockers and storerooms, paint rooms, baggage rooms, workshops other than those forming part of machinery spaces, mail rooms and similar spaces and trunks to such spaces; "settling tank" (沉淀柜) means an oil storage tank having a heating surface of not less than 0.183 square metre per tonne of oil capacity; "similar stage of construction" (相若建造阶段) means the stage at which- (a) construction identifiable with a specific ship begins; and (b) assembly of that ship has commenced comprising at least 50 tonnes or 1% of the estimated mass of all structural material, whichever is less;"special category space" (特种舱) means any enclosed space above or below the bulkhead deck intended for the carriage of motor vehicles with fuel in their tanks for their propulsion, into and from which such vehicles can be driven and to which passengers have access; "stability information book" (稳定性资料册) means the book required to be provided in compliance with regulation 9A(8); (L.N. 139 of 1994) "steering gear control system" (舵机控制系统) means the equipment by which orders are transmitted from the navigating bridge to the steering gear power units. Steering gear control systems comprise transmitters, receivers, hydraulic control pumps and their associated motors, motor controllers, piping and cables; "steering gear power unit" (舵机动力机组) means- (a) in the case of electric steering gear, the electric motor and its associated electrical equipment; or (b) in the case of electro-hydraulic steering gear, the electric motor, its associated electrical equipment and connected pump; or (c) in the case of steam-hydraulic or pneumatic-hydraulic steering gear, the driving engine and connected pump;"steering position" (操舵位置) means the position from which the ship is being steered; (L.N. 109 of 2001) "subdivision load waterline" (分舱载重水线) means the waterline assumed in determining the subdivision of the ship in accordance with these regulations; "suitable" (适合) in relation to material means approved by the Director as suitable for the purpose for which it is used; "summer load waterline" (夏季载重水线) has the same meaning as in the Merchant Shipping (Safety) (Load Line) Regulations (Cap 369 sub. leg.); "tons" (吨) means gross tons and a reference to tons- (a) in relation to a ship having alternative gross tonnages under paragraph 13 of Schedule 5 of the Merchant Shipping (Registration) (Tonnage) Regulations (Cap 415 sub. leg.) is a reference to the larger of those tonnages; and (b) in relation to a ship having its tonnage determined both under Part II and regulation 16 of those regulations is a reference to its gross tonnage as determined under regulation 16 of those regulations;"watertight" (水密), in relation to a structure, means capable of preventing the passage of water through the structure in any direction under the maximum head of water which it might have to sustain in the event of damage to the ship, but for structures below the bulkhead deck at least the head of water up to ship's margin line; (L.N. 139 of 1994) "weathertight" (风雨密) in relation to a structure means capable or preventing the passage of sea water through the structure in the worst sea and weather conditions likely to be encountered by the ship. (3) These regulations apply- (a) to new Hong Kong passenger ships wherever they may be; (b) subject to the exceptions mentioned below in this subregulation, to other new passenger ships while they are within the waters of Hong Kong; (c) to the extent that the Director deems reasonable and practical, to any major repairs, alterations or modifications to existing Hong Kong passenger ships,except that- (i) regulations 16, 17 and 20 shall not apply to other new passenger ships; but such ships shall comply instead with regulations 16, 17 and 19 of the Merchant Shipping (Safety) (Passenger Ship Construction) (Ships Built Before 1 September 1984) Regulations (Cap 369 sub. leg.); (ii) Part VIA shall only apply to non-Hong Kong ro/ro passenger ships while they are within the waters of Hong Kong; and (iii) regulations 9B to 9I shall not apply to non-Hong Kong ships. <* Note - Exp. X-Ref.: Regulations 9B, 9C, 9D, 9E, 9F, 9G, 9H, 9I *> (L.N. 139 of 1994) (Enacted 1991) Cap 369AM reg 2 Exemptions for certain classes of ships and individual ships The Director may exempt certain classes of ships or individual ships from the provisions of any of these regulations, subject to such conditions as he may specify, and may alter or cancel any exemption so granted. In particular he may exempt- (a) any ship of Class II or II(A) (as defined in regulation 3) which does not proceed more than 20 miles from the nearest land, from the requirements of these regulations to the extent that he is satisfied that compliance therewith is unreasonable or unnecessary by reason of the sheltered nature and conditions of the intended services of the ship; (b) any ship which is not normally engaged on international voyages but which, in exceptional circumstances is required to undertake a single international voyage, from any of the requirements of these regulations: provided that she complies with safety requirements which in the opinion of the Director are adequate for the voyage which is to be undertaken by the ship; (c) any ship which embodies features of a novel kind, from any of the requirements of these regulations if the application might, in his opinion, seriously impede research into the development of such features and their incorporation in ships engaged on international voyages; any such ship shall, however, comply with safety requirements which, in the opinion of the Director, are adequate for the service for which it is intended and are such as to ensure the overall safety of the ship; (d) any ship of Class I or II (as defined in regulation 3) employed in special trades for the carriage of large numbers of special trade passengers, such as the pilgrim trade, from any of the requirements of these regulations: provided that she complies fully with the provisions of- (i) the Final Act of the International Conference on Special Trade Passenger Ships 1971; and (ii) the Protocol on Space Requirements for Special Trade Passenger Ships 1973. (Enacted 1991) Cap 369AM reg 3 Classification of ships (1) 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. (2) For the purposes of this regulation- "Long international voyage" (长途国际航程) means an international voyage which is not a short international voyage within the meaning of Part II of the Ordinance; (Enacted 1991) Cap 369AM reg 4 Structural strength The structural strength of every ship shall be sufficient for the service for which the ship is intended. (Enacted 1991) Cap 369AM reg 5 Application of Part IIA Expanded Cross Reference: 2, 3, 4, 5, 6, 7, 8; 14, 15, 15A, 16, 17, 18, 19, 20, 21, 22, 23, 24, 25, 26 PART IIA WATERTIGHT SUBDIVISION This Part applies to every ship; provided that a ship which complies fully with regulations 2 to 8, 11 and 13 of IMO Resolution A.265 (VIII) need not comply with the requirements of this Part, except that regulations 7, 10, 12 and 14 to 26 inclusive of these regulations shall apply. <* Note - Exp. X-Ref.: Regulations 2, 3, 4, 5, 6, 7, 8, 14, 15, 15A, 16, 17, 18, 19, 20, 21, 22, 23, 24, 25, 26 *> (Enacted 1991) Cap 369AM reg 6 Watertight subdivision Every ship shall be subdivided by bulkheads, which shall be watertight up to the bulkhead deck, into compartments the maximum length of which shall be calculated in accordance with such of the provisions of Schedule 1 as apply to that ship. Every other portion of the internal structure which affects the efficiency of the subdivision of the ship shall be watertight, and shall be of a design which will maintain the integrity of the subdivision: Provided that for a ship of Class II or II(A) such maximum length shall be calculated in accordance with either Part II or Part III of that Schedule. (Enacted 1991) Cap 369AM reg 7 Peak and machinery space bulkheads, shaft tunnels, etc. (1) Every ship shall be provided with a collision bulkhead which shall be watertight up to the bulkhead deck and shall be fitted at a distance from the ship's forward perpendicular of not less than 5% of the length of the ship and not more than 3.0 metres plus 5% of such length. If the ship has a forward superstructure, the collision bulkhead shall be extended weathertight to the deck next above the bulkhead deck. The extension shall not be required to be fitted directly over the bulkhead below, provided that it is fitted at a distance of at least 5% but not more than 3.0 metres plus 5% of the length of the ship from the forward perpendicular and the part of the bulkhead deck which forms the step is made effectively weathertight. The plating and stiffeners of such an extension shall be constructed in accordance with the provisions of Schedule 4 as if the extension formed part of a bulkhead immediately below the bulkhead deck. (2) Where any part of the ship below the waterline extends forward of the forward perpendicular, the distances specified in subregulation (1) shall be measured from a point either- (a) at the mid point of the maximum length forward of the forward perpendicular of such an extension; or (b) at a horizontal distance forward of the forward perpendicular equal to 1.5% of the length of the ship; or (c) at a horizontal distance 3.0 metres forward of the forward perpendicular,whichever gives the smallest measurement. (3) Where bow doors are fitted and a sloping loading ramp forms part of the extension of the collision bulkhead above the bulkhead deck, any part of the ramp structure which is more than 2.3 metres above the bulkhead deck may extend forward of the limit specified in subregulation (1) as amended in subregulation (2), if applicable. The ramp shall form a complete weathertight closure of the collision bulkhead extension above the bulkhead deck. (4) Every such ship shall be provided with a watertight afterpeak bulkhead and with watertight bulkheads dividing the space appropriated to the main and auxiliary propelling machinery and boilers, if any, from other spaces. Such bulkheads shall be watertight up to the bulkhead deck, provided that the afterpeak bulkhead may be stopped below the bulkhead deck if the safety of the ship as regards subdivision is not thereby impaired. (5) The stern gland of every such ship shall be situated in a watertight shaft tunnel or other watertight space separate from the stern tube compartment and of such a volume that if the tunnel or space is flooded the margin line will not be submerged. The stern tube shall be enclosed in a watertight compartment, the volume of which shall be the smallest compatible with the proper design of the ship. (Enacted 1991) Cap 369AM reg 8 Double bottoms (1) Subject to the provisions of this regulation every ship of Classes I, II, 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- (a) in ships of 50 metres but less than 61 metres in length, from the forward bulkhead of the machinery space to the collision bulkhead or as near to that bulkhead as is practicable; (b) in ships of 61 metres but less than 76 metres in length, from the collision bulkhead to the afterpeak bulkhead or as near to those bulkheads as is practicable, but not necessarily in the machinery space; (c) in ships of 76 metres in length or over a double bottom shall be fitted amidships and shall extend from the collision bulkhead to the afterpeak bulkhead or as near to those bulkheads as is practicable.(2) The Director may exempt any ship of Class II or II(A) from the requirements of a double bottom in any portion of the ship which is subdivided by application of a factor of subdivision not exceeding .50, if he is satisfied that the fitting of a double bottom in that portion of the ship would not be compatible with the design and proper working of the ship. (3) When a double bottom is required by this regulation to be fitted in a ship, its moulded depth in millimetres measured at the centre line shall be not less than 406 plus 4.17 times the length of ship in metres and the inner bottom shall be continued out to the ship's sides in such a manner as to protect the bottom to the turn of the bilge. The inner bottom shall be deemed to be adequate for this purpose if the line of intersection of the outer edge of the margin plate with the bilge plating is not lower at any point than a horizontal plane passing through the point of intersection with the frame line amidships of a transverse diagonal line inclined at 25 degrees to the base line and cutting it at a point one-half of the ship's moulded breadth from the centre line. (4) Wells constructed in the double bottom for the purpose of drainage shall not be larger nor extend downwards more than is necessary for such purpose. The depth of the well shall in no case be more than the depth of the double bottom at the centre line, less 460 millimetres, nor shall the well extend below the horizontal plane referred to in subregulation (3), provided that a well extending to the outer bottom may be constructed at the after end of a watertight shaft tunnel fitted in accordance with regulation 7(5). (5) Wells for purposes other than drainage shall not be constructed in the double bottom. The Director may exempt any ship from the requirement of this subregulation in respect of any well which he is satisfied will not diminish the protection given by the double bottom. (6) Nothing in this regulation shall require a double bottom to be fitted in way of watertight compartments of moderate size used exclusively for the carriage of liquids, if the safety of the ship will not be impaired in the event of bottom or side damage by reason of the absence of a double bottom in that position. (Enacted 1991) Cap 369AM reg 9 (Repealed L.N. 139 of 1994) Cap 369AM reg 9A Inclining and stability information (1) This regulation applies to every Hong Kong passenger ship to which these regulations apply. (2) Every ship on her completion shall be inclined and the elements of her stability determined. The master shall be supplied by the owner with reliable information relating to the stability of the ship in accordance with the following provisions of this regulation. The information relating to stability shall, before issue to the master, be submitted to the Director for approval, together with a copy thereof for his retention and shall incorporate such additions and amendments as the Director may in any particular case require. (3) Every ship of Classes I, II and II(A) shall undergo a lightweight survey to determine the ship's lightship displacement and longitudinal position of its centre of gravity, before 29 April 1995 unless it has been inclined since 29 April 1990. Every such lightweight survey shall be subject to the conditions specified in subregulation (4). (4) Every ship of Classes I, II and II(A) shall have a lightweight survey carried out within each period of 5 years to verify any changes in lightship displacement and longitudinal centre of gravity. Such periods shall commence on the date of issue of either a Passenger Ship Safety Certificate or a Passenger Certificate subsequent to a previous inclining or lightweight survey, whichever date is the earliest. The ship shall be re-inclined whenever, in comparison with the ship's approved stability information derived from the previous inclining experiment, a deviation from the lightship displacement exceeding 2% or a deviation of the longitudinal centre of gravity exceeding 1% of the ship's length is found or anticipated. Every inclining or lightweight survey made for this purpose or for the purpose of subregulation (3) shall be carried out in the presence of a Government Surveyor. The interval between lightweight surveys of any such ship may be extended by the Director for a period of not more than one year if he is satisfied, on the production to him of relevant information about the ship, that the lightweight survey is not necessary at the required interval. (L.N. 37 of 2000) (5) A report of each inclining or lightweight survey carried out in accordance with subregulations (3) and (4) and of the calculation therefrom of the lightship condition particulars shall be submitted to the Director for approval, together with a copy for his retention. The approved report shall be placed on board the ship by the owner in the custody of the master and shall incorporate such additions and amendments as the Director may in any particular case require. The amended lightship condition particulars so obtained from time to time shall be used by the master in substitution for such previously approved particulars when calculating the ship's stability. (6) Following any inclining or lightweight survey carried out in accordance with the requirements of subregulations (3) and (4) on the basis of which the elements of the ship's stability have been then determined the master shall be supplied, by the owner, with amended stability information if Director so requires. The information so supplied shall be submitted to the Director for approval, together with a copy thereof for his retention and shall incorporate such additions and amendments as the Director may in any particular case require. (7) Where any alterations are made to a ship so as materially to affect the stability information supplied to the master, amended stability information shall be provided. The ship shall be re-inclined if the Director so requires. (8) Stability information provided pursuant to subregulations (2), (5), (6) and (7) shall be furnished in the form of a book ("the stability information book") which shall be kept on board the ship at all times in the custody of the master. The information shall include particulars appropriate to the ship in respect of the matters specified in Schedule 2 and shall be in the form set out in that Schedule. (9) Every ship shall have a scale of draughts marked clearly at the bow and stern. (L.N. 139 of 1994) Cap 369AM reg 9B Loading and stability assessment Expanded Cross Reference: 9C, 9D, 9E, 9F, 9G, 9H, 9I Regulations 9C to 9I apply to Hong Kong ships of Classes I, II and II(A). <* Note - Exp. X-Ref.: Regulations 9C, 9D, 9E, 9F, 9G, 9H, 9I *> (L.N. 139 of 1994) Cap 369AM reg 9C Information on stability during loading (1) The owner of every ship to which this regulation applies shall ensure that the master is provided with information relating to its stability during the process of loading and unloading. This information shall be included in the ship's stability information book. (2) Where any alterations are made or changes occur to the ship so as materially to affect the information supplied to the master in accordance with subregulation (1), amended information shall be provided. (3) The information provided pursuant to subregulations (1) and (2) shall be kept on board the ship at all times in the custody of the master. (L.N. 139 of 1994) Cap 369AM reg 9D Stability and freeboard during loading and unloading The master shall use the information provided in accordance with regulation 9C and, when necessary, make calculations or cause calculations to be made in order to ensure that the process of loading and unloading is carried out safely; in particular, he shall ensure that- (a) the ship has adequate stability; and (b) the freeboard at any door giving access to the hull or to an enclosed superstructure is sufficient to prevent the entry of water. (L.N. 139 of 1994) Cap 369AM reg 9E Recording of draught, trim and freeboard prior to departure (1) On completion of the loading of the ship and before it proceeds on a voyage, the master or an officer appointed for the purpose by the master shall ascertain- (a) the ship's draught at the bow and at the stern; (b) the trim of the ship by the bow or the stern; and (c) the vertical distance from the waterline to the appropriate subdivision load line mark on each side of the ship.(2) The draughts, trim and the vertical distances ascertained in accordance with subregulation (1) shall be recorded by the master or such officer as the case may be in the official log book. (L.N. 139 of 1994) Cap 369AM reg 9F Calculation of stability prior to departure (1) On completion of the loading of a ship of Class I, II or II(A) and before the ship proceeds on a voyage the master shall cause the vertical position of the ship's centre of gravity relative to its keel (KG), or its transverse metacentric height (GM), whichever is appropriate for the ship, to be calculated. (2) Where the calculation is made, the actual weights of goods vehicles and other items of cargo shall be used. For items not required to be so weighted, the declared weights or weights estimated as accurately as possible shall be used. (3) The calculation shall be made using an on-board loading and stability computer, or an approved shore-based loading and stability computer system, or by such other means as will enable accurate results to be obtained. The method by which the calculation is made shall be in accordance with Merchant Shipping Notice No. M1413. (4) The master shall record the result of the calculation in the official log book. (5) Where the calculation is made by means of a shore-based loading and stability computer system, a print-out of the calculation shall be presented to the master before the ship proceeds on its voyage. It shall be the duty of the person responsible for that system to ensure that the calculations are substantially correct. (6) A full record of the calculation or a copy thereof, shall be retained on the ship for at least one calendar month after the calculation is made and shall be made available for inspection at any time during that period. (L.N. 139 of 1994) Cap 369AM reg 9G Permissible standard of stability to be recorded Before a ship of Class I, II or II(A) proceeds on a voyage the master shall cause the maximum permissible KG, or the minimum permissible GM, whichever is appropriate to the ship, to be determined and recorded in the official log book. (L.N. 139 of 1994) Cap 369AM reg 9H Condition of loading prior to departure to be satisfactory Before a ship of Class I, II or II(A) proceeds on a voyage the master shall ensure that the condition of loading of the ship as recorded in accordance with regulations 9E(2) and 9F(4) is within the permissible standard of stability determined in accordance with regulation 9G and satisfies all the relevant requirements prescribed in the stability information book. (L.N. 139 of 1994) Cap 369AM reg 9I Draught marks and automatic draught gauge system (1) Every ship of Class II shall be provided with a reliable automatic draught gauge system, complying with the requirements of Merchant Shipping Notice No. M1413. (2) (a) Every ship of Class I or II(A) engaged on services which afford only short periods in port or where insufficient lighting is available during periods of darkness, or which include the use of berths exposed to adverse weather, shall be provided with a reliable automatic draught gauge system as prescribed in subregulation (1). (b) Every other ship of Class I or II(A) shall be provided with such an automatic draught gauge system except where the draught marks are located where they can be easily read. (L.N. 139 of 1994) Cap 369AM reg 10 Intact stability (1) Every ship shall, in all probable loading conditions, satisfy the following stability criteria after due correction for the effect of free surface of liquids in tanks- (a) the area under the curve of righting levers (GZ curve) shall not be less than - (i) 0.055 metre-radian up to an angle of 30 degrees; (ii) 0.090 metre-radian up to an angle of either 40 degrees or the angle at which the lower edges of any openings in the hull, superstructures or deckhouses, being openings which cannot be closed weathertight, are immersed if that angle be less; (iii) 0.030 metre-radian between the angles of heel of 30 degrees and 40 degrees or such lesser angle as is referred to in subparagraph (ii);(b) the righting lever (GZ) shall be at least 0.20 metre at an angle of heel equal to or greater than 30 degrees; (c) the maximum righting lever (GZ) shall occur at an angle of heel not less than 30 degrees provided that the Director may permit this angle to be reduced to 25 degrees having regard to the design of a particular ship; (d) the initial transverse metacentric height shall not be less than 0.15 metre.(2) Where it is not possible, due to the particular design and operating conditions of a particular ship, to comply with the above criteria, the Director may permit the application of such alternative criteria as he is satisfied gives a standard of stability at least as effective as that specified in subregulation (1). (Enacted 1991) Cap 369AM reg 11 (Repealed) (Repealed L.N. 139 of 1994) Cap 369AM reg 11A Stability in damaged condition (1) This regulation applies to all passenger ships to which these regulations apply except post 1990 ships. (2) (a) In addition to the requirements of regulation 10, every ship shall be constructed as to provide sufficient intact stability in all service conditions to enable the ship to withstand the flooding of any one of the main compartments into which the ship is subdivided in accordance with the provision of regulation 6. The sufficiency of intact stability required shall be calculated in accordance with Parts 1 and 2 of Schedule 3. If two of the main compartments, being adjacent to each other, are separated by a bulkhead which is stepped under the conditions of paragraph 6(3)(a) of Schedule 1, the intact stability shall be adequate to withstand the flooding of those two adjacent main compartments. (b) Where in any such ship the factor of subdivision required under paragraph 4 or 9 of Schedule 1 is 0.50 or less but more than 0.33, the intact stability shall be adequate to withstand the flooding of any two adjacent main compartments. (c) Where in any such ship the factor of subdivision required under paragraph 4 of Schedule 1 is 0.33 or less, the intact stability shall be adequate to withstand the flooding of any three adjacent main compartments.(3) For the purposes of this regulation the sufficiency of the intact stability of every such ship shall be determined in accordance with the provisions of Parts 1 and 2 of Schedule 3. (4) (a) Every ship shall be so constructed as to keep asymmetrical flooding, when the ship is in a damaged condition, at the minimum consistent with efficient arrangements. If cross-flooding fittings are provided in any such ship the fittings shall, where practicable, be self-acting but in any case where controls to cross-flooding fitting are provided, they shall be capable of being operated from above the bulkhead deck. Such fittings together with their controls as well as the maximum heel before equalization shall be such as will not endanger the safety of the ship. The cross-flooding fittings shall be capable of reducing the heel within 15 minutes, sufficiently to meet the requirements of paragraph 2(2)(c) of Part 2 of Schedule 3. (b) If the margin line may become submerged during the flooding assumed for the purposes of the calculation referred to in Schedule 3, the construction of the ship shall be such as will enable the master of the ship to ensure- (i) that the maximum angle of heel during any stage of such flooding will not be such as will endanger the safety of the ship; and (ii) that the margin line shall not be submerged in the final stage of flooding.(5) There shall be provided by the owner in every ship, which is required by this Part to be subdivided, a document for the use of the master of the ship containing- (a) information as to the use of any cross-flooding fittings provided in the ship; (b) information necessary for the maintenance of sufficient intact stability under service conditions to enable the ship to withstand damage to the extent referred to in Part 1 of Schedule 3; and (c) information as to the conditions of stability on which the calculations of heel have been based, together with a warning that excessive heeling might result should the ship sustain damage when in a less favourable condition.This additional information shall be included in the stability information book. (L.N. 139 of 1994) Cap 369AM reg 11B Stability in damaged condition for post 1990 ships (1) This regulation only applies to post 1990 ships. (2) (a) In addition to the requirements of regulation 10, every ship shall be so constructed as to provide sufficient intact stability in all service conditions to enable the ship to withstand the flooding of any one of the main compartments into which the ship is subdivided in accordance with the provision of regulation 6. The sufficiency of intact stability required shall be calculated in accordance with Parts 1 and 3 of Schedule 3. If two of the main compartments, being adjacent to each other, are separated by a bulkhead which is stepped under the conditions of paragraph 6(3)(a) of Schedule 1, the intact stability shall be adequate to withstand the flooding of those two adjacent main compartments. (b) Where in any such ship the factor of subdivision required under and subject to the provisions of paragraph 4 or 9 of Schedule 1 is 0.50 or less but more than 0.33, the intact stability shall be adequate to withstand the flooding of any two adjacent main compartments. (c) Where in any such ship the factor of subdivision required under paragraph 4 of Schedule 1 is 0.33 or less, the intact stability shall be adequate to withstand the flooding of any three adjacent main compartments.(3) For the purposes of this regulation the sufficiency of the intact stability of every such ship shall be determined in accordance with the provisions of Parts 1 and 3 of Schedule 3. (4) (a) Every ship shall be so constructed as to keep asymmetrical flooding, when the ship is in a damaged condition, at the minimum consistent with efficient arrangements. If cross-flooding fittings are provided in any such ship the fittings shall, where practicable, be self-acting but in any case where controls to cross-flooding fittings are provided, they shall be capable of being operated from above the bulkhead deck. Such fittings together with their controls shall be such as will not endanger the safety of the ship. The maximum angle of heel after flooding but before equalization shall not exceed 15 degrees. The cross-flooding fittings shall be capable of reducing the heel within 15 minutes, sufficiently to meet the requirements of paragraph 3(2) of Part 3 of Schedule 3. (b) If the margin line may become submerged during the flooding assumed for the purposes of the calculation referred to in Schedule 3, the construction of the ship shall be such as will enable the master of the ship to ensure- (i) that the maximum angle of heel during any stage of such flooding will not be such as will endanger the safety of the ship but shall not exceed the maximum heel defined in paragraph 3(2) of Part 3 of Schedule 3; (ii) that the margin line shall not be submerged in the final stage of flooding.(5) There shall be provided by the owner in every ship, which is required by this Part to be subdivided, a document for the use of the master of the ship containing- (a) information as to the use of any cross-flooding fittings provided in the ship; (b) information necessary for the maintenance of sufficient intact stability under service conditions to enable the ship to withstand damage to the extent referred to in Part 1 of Schedule 3; and (c) information as to the conditions of stability on which the calculations of heel have been based, together with a warning that excessive heeling might result should the ship sustain damage when in a less favourable condition.This additional information shall be included in the stability information book. (L.N. 139 of 1994) Cap 369AM reg 12 Ballasting The arrangements for segregation of oil fuel and water ballast shall be in accordance with regulation 24 of the Merchant Shipping (Prevention of Oil Pollution) Regulations (App. I, p. K1). (Enacted 1991) Cap 369AM reg 13 Construction of watertight bulkheads, etc. (1) Every portion of the ship required by these regulations to be watertight shall be constructed in accordance with such of the requirements of Schedule 4 as apply to it. (2) All tanks forming part of the structure of the ship and used for the storage of oil fuel or other liquids including double bottoms, peak tanks, settling tanks and bunkers shall be of a design and construction adequate for that purpose. (Enacted 1991) Cap 369AM reg 14 Openings in watertight bulkheads, etc. (1) (a) This regulation applies to every Hong Kong passenger ship to which these regulations apply except post 1992 ships. (L.N. 139 of 1994) (b) In every ship of Classes I, II and II(A) the number of openings in watertight bulkheads shall be reduced to the minimum compatible with the design and proper working of the ship and means shall be provided for closing these openings to the satisfaction of the Director. (L.N. 139 of 1994)(2) Every tunnel above the double bottom, if any, in such a ship whether for access from the crew space to the machinery space, for piping or for any other purpose, which passes through such a bulkhead shall be watertight. The means of access to at least one end of such tunnel, if it may be used as a passage at sea, shall be through a trunkway extending watertight to a height sufficient to permit access above the margin line. The means of access to the other end of the tunnel shall be through a watertight door. No tunnel shall extend through the first subdivision bulkhead abaft the collision bulkhead. (3) Within spaces containing the main and auxiliary propelling machinery including boilers serving the needs of propulsion and all permanent bunkers, not more that 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. (4) Doorways, manholes and access openings shall not be fitted in the collision bulkhead below the margin line of any such ship or in any other bulkhead which is required by these regulations to be watertight and which divides a cargo space from another cargo space or from a permanent or reserve bunker: Provided that the Director may permit any such ship to be fitted with doorways in bulkheads dividing two between-deck cargo spaces if he is satisfied that- (a) the doorways are necessary for the proper working of the ship; (b) the number of such doorways in the ship is the minimum compatible with the design and proper working of the ship, and they are fitted at the highest practicable level; and (c) the outboard vertical edges of such doorways are situated at a distance as far as practicable from the ship's shell plating and in no case less than one-fifth of the breadth of the ship, such distance being measured at right angles to the centre line of the ship at the level of the deepest subdivision load waterline:Provided also that in ships carrying goods vehicles and accompanying personnel doorways may be fitted in bulkheads dividing cargo spaces at any level, subject to compliance with regulation 19(1). (5) Bulkheads outside the spaces containing machinery which are required by these regulations to be watertight shall not be pierced by openings which are capable of being closed only by portable bolted plates. (6) No provision. (7) (a) In every ship- (i) valves and cocks not forming part of a pipe system other than the self closing oil fuel drain valves required by regulation 64(12) shall not be fitted in any bulkhead or other division required by these regulations to be watertight; (ii) if any such bulkhead or other division is pierced by pipes, scuppers, electric cables or other similar fittings, provision shall be made which will ensure that its watertightness is not thereby impaired; (iii) valves which are fitted in piping systems in order to maintain the integrity of the watertight bulkheads in the event of damage, should be screw-down valves capable of being controlled manually at the valve, and from a position above the bulkhead deck; (iv) lead or other heat sensitive materials shall not be used in systems which penetrate watertight subdivision bulkheads or other watertight divisions where deterioration of such systems in the event of fire would impair the watertight integrity of the division unless measures which are acceptable to the Director are taken to prevent the possibility of such deterioration; (b) The collision bulkhead of such a ship shall not be pierced below the margin line by more than one pipe, provided that if the forepeak in such a ship is divided to hold two different kinds of liquids the collision bulkhead may be pierced below the margin line by not more than two pipes if the Director is satisfied that there is no practicable alternative to the fitting of such a second pipe and that having regard to the additional subdivision provided in the forepeak, the safety of the ship is maintained. Any pipe which pierces the collision bulkhead of such a ship shall be fitted with a screw-down valve capable of being operated from above the bulkhead deck, the valve chest being secured to the forward side of the collision bulkhead. (Enacted 1991) Cap 369AM reg 15 Means of closing openings in watertight bulkheads, etc. (1) (a) This regulation applies to every Hong Kong passenger ship to which these regulations apply except post 1992 ships. (L.N. 139 of 1994) (b) In every ship of Classes I, II and II(A) efficient means shall be provided for closing and making watertight all openings in bulkheads and other divisions required by these regulations to be watertight. (L.N. 139 of 1994)(2) Every door fitted to any such opening shall be a sliding watertight door; provided that any door permitted by the Director to be fitted in any bulkhead in accordance with regulation 14(4) may be a hinged or rolling watertight door subject to the requirements of subregulation (5) of this regulation. (3) Sliding watertight doors may have a horizontal or vertical motion and shall be either- (a) hand operated; or (b) power operated, as well as hand operated.(4) Hinged and rolling watertight doors fitted in accordance with subregulation (2) shall be fitted with catches, or similar quick action closing devices, capable of being worked from each side of the bulkhead in which the door is fitted. (5) Any watertight door which is- (a) fitted in any bulkhead, not being a collision bulkhead, which separates two cargo between deck spaces; or (b) fitted, pursuant to regulation 19(1) in a watertight bulkhead at any level shall be capable of being opened and closed from a local position only and every hinged, rolling or sliding watertight door which is fitted in such a position shall be fitted with efficient locking arrangements.(6) Every door required by these regulations to be watertight shall be capable of being secured by means other than bolts and of being closed by means other than by gravity. (Enacted 1991) Cap 369AM reg 15A Openings in watertight bulkheads in passenger ships (1) This regulation shall only apply to post 1992 ships. (2) In every ship of Classes I, II and II(A) the number of openings in watertight bulkheads shall be reduced to the minimum compatible with the design and proper working of the ship; satisfactory means shall be provided for closing these openings. (3) (a) Where pipes, scuppers, electric cables, etc., are carried through watertight subdivision bulkheads, arrangements shall be made to ensure the watertight integrity of the bulkheads. (b) Valves not forming part of a piping system shall not be permitted in watertight subdivision bulkheads. (c) Lead or other heat sensitive materials shall not be used in systems which penetrate watertight subdivision bulkheads, where deterioration of such systems in the event of fire would impair the watertight integrity of the bulkheads.(4) (a) No doors, manholes, or access openings are permitted- (i) in the collision bulkhead below the margin line; (ii) in watertight transverse bulkheads dividing a cargo space from an adjoining cargo space or from a permanent or reserve bunker, except as provided in subregulation (11)(a) and in regulation 19. (b) Except as provided in paragraph (c), the collision bulkhead may be pierced below the margin line by not more than one pipe for dealing with fluid in the forepeak tank, provided that the pipe is fitted with a screw-down valve capable of being operated from above the bulkhead deck, the valve chest being secured inside the forepeak to the collision bulkhead. This valve may be fitted on the after side of the collision bulkhead provided that the valve is readily accessible under all service conditions and the space in which it is located is not a cargo space. (c) If the forepeak is divided to hold two different kinds of liquids the collision bulkhead may be pierced below the margin line by two pipes, each of which is fitted as required by paragraph (b), provided there is no practicable alternative to the fitting of such a second pipe and that, having regard to the additional subdivision provided in the forepeak, the safety of the ship is maintained.(5) (a) Watertight doors fitted in bulkheads between permanent and reserve bunkers shall always be accessible, except as provided in subregulation (10)(d) for between-deck bunker doors. (b) Satisfactory arrangements shall be made by means of screens or otherwise to prevent coal from interfering with the closing of watertight bunkers doors.(6) Subject to subregulation (12), not more than one door, apart from the doors to bunkers and shaft tunnels, may be fitted in each main transverse bulkhead within spaces containing the main and auxiliary propulsion machinery including boilers serving the needs of propulsion and all permanent bunkers. Where two or more shafts are fitted, the tunnels shall be connected by an intercommunicating passage. There shall be only one door between the machinery space and the tunnel spaces where two shafts are fitted and only two doors where there are more than two shafts. All these doors shall be of the sliding type and shall be so located as to have their sills as high as practicable. The hand gear for operating these doors from above the bulkhead deck shall be situated outside the spaces containing the machinery. (7) (a) Watertight doors shall be power-operated sliding doors complying with the requirements of subregulation (8) capable of being closed simultaneously from the central operating console at the navigating bridge in not more than 60 seconds with the ship in the upright position. (b) The means of operation, whether by power or by hand, of any power-operated sliding watertight door shall be capable of closing the door with the ship listed to 15 degrees either way taking into account the forces which may act on either side of the door as may be experienced when water is flowing through the opening applying a static head equivalent to a water height of at least 1 metre above the sill on the centreline of the door. (c) Watertight door controls, including hydraulic piping and electric cables, shall be kept as close as practicable to the bulkhead in which the doors are fitted, in order to minimize the likelihood of them being involved in any damage which the ship may sustain. The positioning of watertight doors and their controls shall be such that if the ship sustains damage within one-fifth of the breadth of the ship, such distance being measured at right angles to the centreline of the ship at the level of the deepest subdivision load line, the operation of the watertight doors clear of the damaged portion of the ship is not impaired. (d) All power-operated sliding watertight doors shall be provided with means of indication which will show at all remote operating positions whether the doors are open or closed. Remote operating positions shall only be at the navigating bridge as required by subregulation (8)(a)(v) and at the location where hand operation above the bulkhead deck is required by subregulation (8)(a)(iv).(8) (a) Each power-operated sliding watertight door- (i) shall have a vertical or horizontal motion; (ii) shall, subject to subregulation (12), be normally limited to a maximum clear opening width of 1.2 metres. If approved by the Director larger doors may be permitted only to the extent considered necessary for the effective operation of the ship provided that other safety measures, including the following, are taken into consideration- (aa) special consideration shall be given to the strength of the door and its closing appliances in order to prevent leakages; (bb) the door shall be located inboard of the B/5 line; (cc) the door shall be kept closed when the ship is at sea, except for limited periods when absolutely necessary as determined by the Director;(iii) shall be fitted with the necessary equipment to open and close the door using electric power, hydraulic power, or any other form of power that is approved by the Director; (iv) shall be provided with an individual hand-operated mechanism. It shall be possible to open and close the door by hand at the door itself from either side and, in addition, close the door from an accessible position above the bulkhead deck with an all round crank motion or some other movement providing the same degree of safety acceptable to the Director. Direction of rotation or other movement is to be clearly indicated at all operating positions. The time necessary for the complete closure of the door, when operating by hand gear, shall not exceed 90 seconds with the ship in the upright position; (v) shall be provided with controls for opening and closing the door by power from both sides of the door and also for closing the door by power from the central operating console at the navigating bridge; (vi) shall be provided with an audible alarm, distinct from any other alarm in the area, which will sound whenever the door is closed remotely by power and which shall sound for at least 5 seconds but no more than 10 seconds before the door begins to move and shall continue sounding until the door is completely closed. In the case of remote hand operation it is sufficient for the audible alarm to sound only when the door is moving. Additionally, in passenger areas and areas of high ambient noise an audible alarm may be required to be supplemented by an intermittent visual signal at the door; and (vii) shall have an approximately uniform rate of closure under power. The closure time, from the time the door begins to move to the time it reaches the completely closed position, shall in no case be less than 20 seconds or more than 40 seconds with the ship in the upright position. (b) The electrical power required for power-operated sliding watertight doors shall be supplied from the emergency switchboard either directly or by a dedicated distribution board situated above the bulkhead deck. The associated control, indication and alarm circuits shall be supplied from the emergency switchboard either directly or by a dedicated distribution board situated above the bulkhead deck and be capable of being automatically supplied by the transitional source of emergency electrical power required by regulation 46(7)(f) in the event of failure of either the main or emergency source of electrical power. (c) Power-operated sliding watertight doors shall have either- (i) a centralised hydraulic system with two independent power sources each consisting of a motor and pump capable of simultaneously closing all doors. In addition, there shall be for the who