(Cap 369 section 107) [2 August 1991] (L.N. 324 of 1991) Cap 369AL reg 1 Interpretation and application Expanded Cross Reference: 9B, 9C, 9D, 9E, 9F, 9G, 9H, 9I PART I PRELIMINARY AND GENERAL (1) (Repealed L.N. 138 of 1994) (1A) (Omitted as spent) (2) In these regulations except when the context otherwise requires- ""A" Class division" ("A"级隔板) means a bulkhead or part of a deck which is- (a) constructed of steel or other equivalent material; (b) suitably stiffened; (c) so constructed as to be capable of preventing the passage of smoke and flame to the end of the 60 minutes standard fire test; and (d) so insulated where necessary with suitable non-combustible materials that if the division is exposed to a standard fire test the average temperature on the unexposed side of the division shall not increase more than 139oC above the initial temperature nor shall the temperature at any one point, including any joint, rise more than 180oC above the initial temperature within the time listed below: "A-60" standard 60 minutes "A-30" standard 30 minutes "A-15" standard 15 minutes "A-0" standard 0 minute;"accommodation spaces" (起居舱) means- (a) public spaces; (b) corridor and lobbies; (c) stairways; (d) lavatories; (e) cabins; (f) offices; (g) crew spaces; (h) barber shops; (i) pantries not containing cooking appliances; (j) lockers; (k) spaces similar to any of the foregoing and trunks to such spaces;"approved" (批准) means approved by the Director; ""B" Class division" ("B"级隔板) means a bulkhead, part of a deck, ceiling or lining which is- (a) so constructed as to be capable of preventing the passage of flame to the end of the first 30 minutes of the standard fire test; (b) so constructed as to provide an insulation standard such that, if the division is exposed to a standard fire test, the average temperature on the unexposed side of the division shall not increase more than 139oC above the initial temperature, nor shall the temperature at any one point, including any joint, rise more than 225oC above the initial temperature within the time listed below: "B-15" standard 15 minutes "B-0" standard 0 minute; and(c) constructed of suitable non-combustible materials and all materials whose use is necessary for or ancillary to its construction and erection shall be non-combustible;"breadth of the ship" (船舶宽度) means the greatest moulded breadth at or below the ship's deepest subdivision load water line; "bulkhead deck" (舱壁甲板) means the uppermost deck up to which transverse watertight bulkheads are carried; "cargo space" (货舱) in Parts V, VA and VC means space appropriated for cargo (including cargo oil tanks) and trunks leading to such spaces; ""C" Class division" ("C"级隔板) means a bulkhead, ceiling or lining which is constructed of suitable non-combustible materials not being an "A" Class division or a "B" Class division; "central control station" (中央控制站) means a control station in which the following control and indicator functions are centralized- (a) fixed fire detection and alarm system; (b) automatic sprinkler, fire detection and alarm system; (c) fire door indicator panel; (d) fire door closure; (e) watertight door indicator panel; (f) watertight door opening and closing; (g) ventilation fans; (h) general or fire alarm; (i) communication systems including telephones; and (j) microphone to public address system; (L.N. 414 of 1995)"conning position" (指挥位置) means the position from which the navigation of a ship is controlled; (L.N. 108 of 2001) "constructed" (建造) in respect of a ship means a stage of construction where- (a) the keel is laid; or (b) construction identifiable with a specific ship begins; or (c) assembly of that ship has commenced comprising at least 50 tonnes or 1% of the estimated mass of all structural material, whichever is less; (L.N. 414 of 1995)"continuous "B" Class ceiling or lining" (连续"B"级舱内铺板或衬板) means a "B" Class ceiling or lining which terminates only at an "A" Class division or a "B" Class division; "continuously manned central control station" (持续有人手编配的中央控制站) means a central control station which is continuously manned by a responsible member of the crew; (L.N. 414 of 1995) "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 within the meaning of section 97(7) of the Merchant Shipping (Seafarers) Ordinance (Cap 478); (44 of 1995 s. 143) "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; "draught" (吃水) means the vertical distance from the moulded base line amidships to a subdivision load water line; "enclosed superstructure" (围封上层建筑) has the same meaning as in the Merchant Shipping (Safety) (Load Line) Regulations (Cap 369 sub. leg.); "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 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; "freeboard deck" (干舷甲板) has the same meaning as in the Merchant Shipping (Safety) (Load Line) Regulations (Cap 369 sub. leg.); "Hong Kong ship" (香港船舶) means a ship registered in Hong Kong; "I.E.E. Regulations for the Electrical Equipment of Ships" (电机工程师学会船舶电力设备规例) means the regulations of that name issued by the Institute of Electrical Engineers (U.K.) and dated September, 1961; "IMCO Resolution A265 (VIII)" (IMCO决议A265(VII)) means Resolution A265 (VIII) adopted by the Inter-Governmental Maritime Consultation Organization entitled "Regulations on Subdivision and Stability of Passenger Ships as an Equivalent to Part B of Chapter II of the International Convention for the Safety of Life at Sea 1960"; "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 Organization for Standardization, obtainable from the British Standards Institution; "length" (长度) except for the purposes of regulation 19(5)(b)(ii) and (c)(iii); means the length of a ship measured between perpendiculars taken at the extremities of the deepest subdivision load water line; "machinery space" (机舱) other than Parts V, VA, VC and VD means any machinery 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, boilers serving the needs of propulsion, when installed, and the permanent coal bunkers, if any; "machinery space" (机舱) in Parts V, VA, VC and VD means any machinery space of Category A and any other space containing propelling machinery, boilers, oil fuel units, steam and internal combustion engines, generators and major electrical machinery, oil filling stations, refrigerating, stabilising, ventilation and air conditioning machinery and similar spaces, and trunks to such spaces; "machinery space of Category A" (A类机舱) means any space which contains- (a) internal combustion type machinery used either for main propulsion purposes or for other purposes where such machinery has in the aggregate a total power output of not less than 373 kilowatts; or (b) any oil fired boiler or oil fuel unit,and any trunks to such spaces; "main circulating pump" (主循环泵) means the pump installed for circulating water through the main condenser; "main vertical zones" (主垂直防火区) means the main vertical zones into which the hull, superstructure and deck houses of a ship are divided in accordance with regulations 53, 69, 88 and 103; "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 and assumed for the purpose of determining the floodable length of the ship; "maximum service speed" (最大航速) means the greatest speed which the ship is designed to maintain at sea at her deepest seagoing draught; "Merchant Shipping Notice" (商船公告) means a Notice described as such, issued by the United Kingdom Department of Transport, and includes a reference to any document amending or replacing that Notice which is approved by the Director and notified to.this effect in the Gazette; "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 25 May 1980 or a cargo ship which is converted to a passenger ship on or after that date; "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 and the expression "combustible material" (可能燃烧物料) shall be construed accordingly; "oil fuel unit" (燃油机组) means- (a) in relation to Part VI, the equipment used for the preparation of oil fuel for delivery to an oil-fired boiler or equipment used for the preparation for delivery of heated oil to an internal combustion engine, and includes any oil pressure pumps, filters and heaters dealing with oil at a pressure greater than 1.8 bar gauge; and (b) in relation to Part VIA, the equipment used for the preparation of oil fuel for delivery to the oil burners of an oil-fired boiler and includes the oil pressure pumps, filters and heaters;"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; "permeability" (渗透率) in relation to a space means the percentage of that space below the ship's margin line 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; "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; "rooms containing furniture and furnishings of restricted fire risk" (内设有限火警危险的家具及陈设的房间) means rooms containing furniture and furnishings of restricted fire risk (whether cabins, public spaces, offices or other types of accommodation) in which- (a) all case furniture such as desks, wardrobes, dressing tables, bureaux, dressers, is constructed entirely of approved non-combustible materials, except that a combustible veneer not exceeding 2 millimetres may be used on the working surface of such furniture; (b) all free-standing furniture such as chairs, sofas, tables is constructed with frames of non-combustible materials; (c) all draperies, curtains and other suspended textile materials have qualities of resistance to the propagation of flame in accordance with the requirement of Type B performance of British Standard 5867: Part 2; (d) all carpet floor coverings have qualities of resistance to the propagation of flame to the satisfaction of the Director; and (e) all exposed surfaces of bulkheads, linings and ceilings shall be such that a Class 1 or 2 surface spread of flame is not exceeded;"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 in relation to a ship, the stage at which- (a) construction identifiable with the ship begins; and (b) assembly of the 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 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 accordance with regulation 9A(8); (L.N. 138 of 1994) "standard fire test" (标准耐火测试) means a test in which a specimen of the relevant "A" Class division or "B" Class division, having an exposed surface area of not less than 4.65 square metres and a bulkhead height or deck length of 2.44 metres, resembling as closely as possible the intended construction and including where appropriate at least one joint, are exposed in a test furnace to a series of time temperature relationships approximately as follows: At the end of the first 5 minutes 538oC At the end of the first 10 minutes 704oC At the end of the first 30 minutes 843oCs At the end of the first 60 minutes 927oC;"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;"subdivision load water line" (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.); "surface spread of flame" (表面火焰蔓延) means the surface spread of flame classified as Class 1, Class 2 or Class 3 within the meaning of British Standard 476: Part 7: 1971; "tons" (吨) means gross tons and the gross tonnage of a ship having alternative gross tonnages shall be taken to be the larger of those tonnages; "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 the ship's margin line; (L.N. 138 of 1994) "weathertight" (风雨密) means, in relation to a structure, capable of preventing the passage of sea water through the structure in ordinary sea conditions. (3) (a) Subject to section 33(4) of the Ordinance and to paragraphs (b) and (c), these regulations apply to Hong Kong passenger ships wherever they may be and to other passenger ships while they are within the waters of Hong Kong, except- (L.N. 138 of 1994) (i) ships the keels of which were laid, or which were at a similar stage of construction, on or after 1 September 1984; or (ii) ships which, although constructed before that date were subsequently converted to passenger ships, such conversion having commenced on or after that date. (b) Part VIIB shall only apply to non-Hong Kong ro/ro passenger ships while they are in the waters of Hong Kong; (c) 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. 138 of 1994)(4) Any reference in these regulations, apart from the Schedules, to a Table by number only is a reference to the Table contained in regulation 55 or 71, as the case may be. (Enacted 1991) Cap 369AL 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. Without limiting the generality of regulation 1(3), the Director may exempt- (a) any existing ship, not being a ship converted on or after 25 May 1980 from the requirements of these regulations to the extent that he is satisfied that compliance therewith is unreasonable or impracticable in the circumstances; (b) 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 impracticable by reason of the sheltered nature and conditions of the intended services of the ship; (c) 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, if 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; (d) 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, if she complies 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; (e) any ship of Class I or II 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, if she complies fully with the provisions of- (i) the Final Act of the International Conference on Special Trade Passenger Ships 1971 (Cmnd. 5103); and (ii) the Protocol on Space Requirements for Special Trade Passenger Ships 1973 (Cmnd. 5530). (Enacted 1991) Cap 369AL reg 3 Classification of passenger ships (1) For the purposes of these regulations passenger ships shall be arranged in the following Classes: 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) In this regulation the following expressions have the following meanings respectively- "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; "voyage" (航程) includes an excursion. (Enacted 1991) Cap 369AL reg 4 Structural strength The structural strength of every ship to which these regulations apply shall be sufficient for the service for which the ship is intended. (Enacted 1991) Cap 369AL reg 5 Application of Part II PART II WATERTIGHT SUBDIVISION Save where the context otherwise requires, this Part applies to every ship to which these regulations apply, except that- (i) a ship to which this Part applies which complies fully with all the equivalent requirements specified in IMCO Resolution A265 (VIII) need not comply with the requirements of this Part; and (ii) a Hong Kong passenger ship and to which these regulations apply shall comply with regulations 16 and 17 of the Merchant Shipping (Safety) (Passenger Ship Construction and Survey) (Ships Built On or After 1 September 1984) Regulations (Cap 369 sub. leg.) in substitution for compliance with regulations 16 and 17 of these regulations. (Enacted 1991) Cap 369AL reg 6 Watertight subdivision Every ship to which this Part applies 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. (Enacted 1991) Cap 369AL reg 7 Peak and machinery space bulkheads, shaft tunnels, etc. (1) Every ship to which this Part applies 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 3.05 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 at least 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 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) 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, boilers, if any, and the permanent coal bunkers, 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 is not thereby impaired. (3) 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 369AL reg 8 Double bottoms (1) Subject to the provisions of this regulation, every ship of Class I, Class II or Class II(A) shall be fitted with a watertight double bottom which shall be at least of the following extent- (a) in ships of 50 metres but less than 61 metres in length, from 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, from the collision bulkhead to the afterpeak bulkhead or as near to those bulkheads as is practicable.(2) 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 25o to the base line and cutting it at a point one-half of the ship's moulded breadth from the centre line. (3) 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 457 millimetres, nor shall the well extend below the horizontal plane referred to in subregulation (2), provided that a well extending to the outer bottom may be constructed at the after end of a shaft tunnel. (4) Wells for purposes other than drainage shall not be constructed in the double bottom. The Director may exempt any ship from the requirements of this paragraph in respect of any well which he is satisfied will not diminish the protection given by the double bottom. (5) 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. (6) The Director may exempt any ship of Class II or Class 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 .5, 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. (Enacted 1991) Cap 369AL reg 9 (Repealed) (Repealed L.N. 138 of 1994) Cap 369AL 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 Class I, Class II and Class 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 Class I, Class II and Class 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 and 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. (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 the 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. 138 of 1994) Cap 369AL 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 Class I, Class II, and Class II(A). <* Note - Exp. X-Ref.: Regulations 9C, 9D, 9E, 9F, 9G, 9H, 9I *> (L.N. 138 of 1994) Cap 369AL 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. 138 of 1994) Cap 369AL 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. 138 of 1994) Cap 369AL 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. 138 of 1994) Cap 369AL reg 9F Calculation of stability prior to departure (1) On completion of the loading of a ship of Class I, Class II or Class 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. 138 of 1994) Cap 369AL reg 9G Permissible standard of stability to be recorded Before a ship of Class I, Class II or Class 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. 138 of 1994) Cap 369AL reg 9H Condition of loading prior to departure to be satisfactory Before a ship of Class I, Class II or Class 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. 138 of 1994) Cap 369AL 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 Class 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 Class 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. 138 of 1994) Cap 369AL reg 10 Intact stability (1) Every ship to which this Part applies 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 30o; (ii) 0.09 metre-radian up to an angle of either 40o 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) 0.03 metre-radian between the angles of heel 30o and 40o or such lesser angle as is referred to in sub-subparagraph (ii);(b) the righting lever (GZ) shall be at least 0.20 metre at an angle of heel equal to or greater than 30o; (c) the maximum righting lever (GZ) shall occur at an angle of heel not less than 30o; (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 or 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 369AL reg 11 Stability in damaged condition (1) (a) In addition to the requirements of regulation 10, every ship to which this Part applies shall be so constructed as to provide sufficient intact stability in all service conditions to enable the ship to withstand the final flooding of any one of the main compartments into which the ship is subdivided in accordance with the provisions of regulation 6. If 2 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 final flooding of those 2 adjacent main compartments. (b) Where in any such ship the factor of subdivision required under paragraph 4 or paragraph 9 of Schedule 1 is .50 or less but more than .33, the intact stability shall be adequate to withstand the final flooding of any 2 adjacent main compartments. (c) Where in any such ship the factor of subdivision required under paragraph 4 of Schedule 1 is .33 or less, the intact stability shall be adequate to withstand the final flooding of any 3 adjacent main compartments.(2) 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 Schedule 3. (3) (a) Every ship to which this Part applies shall be so constructed as to keep unsymmetrical 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 an accessible position 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 3(b) 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 will not be submerged in the final stage of flooding.(4) (a) There shall be provided by the owner in every such ship a document for the use of the master of the ship containing information as to the use of any cross-flooding fittings provided in the ship. (b) There shall be provided by the owner in every ship of Class I, Class II or Class II(A) a document for the use of the master of the ship containing the following additional information- (i) 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 Schedule 3; and (ii) 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. (Enacted 1991) Cap 369AL reg 12 Ballasting In every ship to which this Part applies, when ballasting with water is necessary, the water ballast shall not in general be carried in tanks intended for oil fuel. In ships in which it is not practicable to avoid putting water in oil fuel tanks, oily-water separator equipment to the satisfaction of the Director shall be fitted, or an alternative means acceptable to him shall be provided for disposing of the oily-water ballast. (Enacted 1991) Cap 369AL reg 13 Construction of watertight bulkheads, etc. (1) In every ship to which this Part applies 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) In every such ship 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 369AL reg 14 Openings in watertight bulkheads, etc. (1) In every ship of Class I, Class II or Class II(A) the number of openings in bulkheads and other structures required by these regulations to be watertight shall be the minimum compatible with the design and proper working of the ship. (2) So far as practicable, trunks installed in connection with ventilation, forced draught or refrigeration systems in any such ship shall not pierce such bulkheads or structures. (3) 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. (4) 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 doorways to bunkers and shaft tunnels, may be fitted in each main transverse bulkhead. Where 2 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 2 shafts are fitted and only 2 doorways where there are more than 2 shafts. All such doorways shall be located so as to have their sills as high as practicable. (5) 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 2 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 water line.(6) In every ship of Class I, Class II or Class II(A) 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. (7) No provision. (8) (a) In every ship to which this Part applies- (i) valves and cocks not forming part of a pipe system shall not be fitted in any bulkhead required by these regulations to be watertight; (ii) if any such bulkhead is pierced by pipes, scuppers, electric cables or other similar fittings, provision shall be made which will ensure that the watertightness of the bulkhead is not thereby impaired; (iii) 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 unless measures 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 2 different kinds of liquids the collision bulkhead may be pierced below the margin line by not more than 2 pipes. 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 369AL reg 15 Means of closing openings in watertight bulkheads, etc. (1) In every ship of Class I, Class II or Class II(A) efficient means shall be provided for closing and making watertight all openings in bulkheads and other structures required by these regulations to be watertight. (2) Every door fitted to any such opening shall be a sliding watertight door: Provided that, in any ship of Class I, Class II or Class II(A) hinged watertight doors may be fitted in the following positions- (L.N. 157 of 2001) (a) in passenger, crew and working spaces above any deck the underside of which at its lowest point is at least 2.13 metres above the deepest subdivision load water line; and (b) in any bulkhead, not being a collision bulkhead, which divides 2 cargo between-deck spaces.(3) Sliding watertight doors may have a horizontal or vertical motion and shall be either- (a) hand operated only; or (b) power operated, when so required by these regulations, as well as hand operated.(4) Hinged watertight doors fitted in accordance with subregulation (2)(a) 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) Where sliding watertight doors are fitted in the position referred to in subregulation (2)(b) such doors shall not be fitted with remote control devices, and every watertight door which is fitted in such a position and which is accessible while the ship is at sea, 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. (7) In every ship of Class I, Class II or Class II(A) watertight doors fitted in bulkheads between permanent and reserve bunkers, other than the doors referred to in regulation 14(4), shall always be accessible. (Enacted 1991) Cap 369AL reg 16 Means of operating sliding watertight doors (1) If in any ship of Class I, Class II or Class II(A) any sliding watertight door fitted in a bulkhead is in a position which may require it to be opened at sea and the sill thereof is below the deepest subdivision load water line, the following provisions shall apply- (L.N. 157 of 2001) (a) when the number of such doors (excluding doors at entrances to shaft tunnels) exceeds 5, all such doors and those at the entrances to shaft tunnels, ventilation, forced draught or similar ducts shall be power operated and shall be capable of being simultaneously closed from a single position situated on the navigating bridge; (b) when the number of such doors (excluding doors at entrances to shaft tunnels) is greater than one, but does not exceed 5- (i) where the ship has no passenger spaces below the bulkhead deck, all such doors may be hand operated; (ii) where the ship has passenger spaces below the bulkhead deck all such doors and those at the entrances to shaft tunnels, ventilation or forced draught or similar ducts, shall be power operated and shall be capable of being simultaneously closed from a single position situated on the navigating bridge;(c) in any ship where there are only 2 such doors and they lead into or are within the space containing machinery, the Director may permit them to be hand operated only.(2) Watertight doors the sills of which are above the deepest subdivision load water line and below the line specified in regulation 15(2)(a) shall be sliding doors and may be hand operated, except in vessels to which subregulation (3) applies. (3) In every ship of Class II or Class II(A) which is subdivided in accordance with Part III of Schedule 1 all sliding watertight doors shall be operated by power and shall be capable of being simultaneously closed from a single position situated on the navigating bridge: Provided that if in any such ship there is only one such door and it is in the space containing machinery it shall not be required to be operated by power. (4) If in any ship of Class I, Class II or Class II(A) any sliding watertight doors which may be opened at sea for the purpose of trimming coal are fitted between bunkers in the between decks below the bulkhead deck, such doors shall be operated by power. (5) If in any ship of Class I, Class II or Class II(A) a trunkway, being part of a refrigeration, ventilation or forced draught system, is carried through more than one transverse watertight bulkhead and the sills of the openings of such trunkways are less than 2.13 metres above the deepest subdivision load water line, the sliding watertight doors at such openings shall be operated by power. (6) (a) If a sliding watertight door is required by these regulations to be operated by power from a single position on the navigating bridge, the power system shall be so arranged that the door can also be operated by power at the door itself. The arrangement shall be such that the door will close automatically if opened at the door itself after being closed from the single position on the navigating bridge and will be capable of being kept closed at the door itself notwithstanding that an attempt may be made to open it from such single position. Handles for controlling the power system shall be provided at both sides of the bulkhead in which the door is situated and shall be so arranged that any person passing through the doorway is able to hold both handles in the open position simultaneously without being able to set the closing mechanism in operation accidentally. (b) Watertight doors shall be capable of closing as expeditiously as possible, but the rate of closing shall not be so rapid as to be a danger to persons passing through the opening.(7) (a) In every ship of Class I, Class II and Class II(A) there shall be at least 2 independent sources of power for opening and closing all sliding watertight doors which are required by these regulations to be operated by power, and each power unit shall be sufficient to operate simultaneously all such doors in the ship. The power shall be controlled from a single position on the navigating bridge, and there shall be provided at such position suitable indicators for checking that each of the 2 sources of power is capable of giving the required service satisfactorily. (b) Where the sources of power are hydraulic, there shall be 2 pumps each of which shall be capable of closing all watertight doors in not more than 60 seconds. In addition, there shall be for the whole installation hydraulic accumulators of sufficient capacity to operate all such doors at least 3 times, that is to say from the open to the closed position, from the closed to the open position and from the open to the closed position. The fluid used shall be one which does not freeze at any temperature liable to be encountered by the ship during her service.(8) In every such ship 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. (9) In every such ship if a sliding watertight door is not required to be operated by power, it 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. (10) Where hand-operating gear is fitted in accordance with subregulations (8) and (9), the Director may permit any door to be operated on one side only, if the requirements of the said subregulations cannot be met owing to the layout of the spaces. (11) (a) In every such ship the time necessary for the complete closure of any door by means of hand-operating gear with the vessel upright shall not exceed 90 seconds. (b) The hand-operating gear shall be of such a design that the doors can be closed and opened from each of the required operating positions.(12) In every such ship 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 unless such a position is inconsistent with the efficient arrangement of the necessary gearing. (13) In every such ship 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. (Enacted 1991) Cap 369AL reg 17 Watertight doors: signals and communications (1) Every sliding watertight door fitted in a ship of Class I, Class II or Class II(A) shall be connected with an indicator at each position from which the door may be closed, other than at the door itself, showing when the door is open and when it is closed. (2) There shall be provided in connection with every such door which is operated by power a means of giving an audible warning signal at the door itself when the door is about to be closed. The arrangement shall be such that one movement of the operating handle at the position from which the door is about to be closed will be sufficient to sound the signal and to close the door, the signal preceding the movement of the door by an interval sufficient to allow the movement of persons and articles away from the door. The signal shall continue to sound until the door is completely closed. (3) If any door required by these regulations to be watertight is not capable of being operated from a single position on the navigating bridge, means of communication by telegraph, telephone or any other direct means shall be provided whereby the officer of the watch may communicate with the person responsible for the closing of the door. (Enacted 1991) Cap 369AL reg 18 Construction of watertight doors (1) Every door required by these regulations to be watertight shall be of such design, material and construction as will maintain the integrity of the watertight bulkhead in which it is fitted. Any such door giving direct access to any space which may contain bunker coal shall, together with its frame, be made of cast or mild steel. Any such door in any other position shall, together with its frame, be made of cast or mild steel or cast iron. (2) Every sliding watertight door shall be fitted with rubbing faces of brass or similar material which may be fitted either on the door itself or on the door frame, and which, if they are less than one inch in width, shall be fitted in recesses. (3) If screw gear is used for operating such a door, the screw shall work in a nut of suitable metal which is resistant to corrosion. (4) The frame of every vertically sliding watertight door shall have no groove at the bottom thereof in which dirt may lodge. The bottom of such a frame, if it is of skeleton form, shall be so arranged that dirt cannot lodge therein. The bottom edge of every such door shall be tapered or bevelled. (5) Every vertically sliding watertight door which is operated by power shall be so designed and fitted that, if the power supply ceases, there shall be no danger of the door dropping. (6) Every horizontally sliding watertight door shall be so installed as to prevent its moving if the ship rolls, and if necessary a clip or other suitable device shall be provided for that purpose. The device shall not interfere with the closing of the door when the door is required to be closed. (7) The frame of every watertight door shall be properly fitted to the bulkhead in which the door is situated, and the jointing material between the frame and the bulkhead shall be of a type which will not deteriorate or be injured by heat. (8) Every watertight door, being a coal-bunker door, shall be provided with screens or other devices to prevent coal from interfering with its closing. (Enacted 1991) Cap 369AL reg 19 Openings in the shell plating below the margin line (1) In every ship to which this Part applies, the number of sidescuttles, scuppers, sanitary discharges and other openings in the shell below the margin line shall be the minimum which, in the opinion of the Director, is compatible with the design and proper working of the ship. (2) The arrangements for closing every such opening below the margin line shall be consistent with its intended purpose and shall be such as will ensure watertightness. Sidescuttle (3) (a) In every ship of Class I, Class II or Class II(A) the number of sidescuttles below the margin line which are capable of being opened shall be the minimum which, in the opinion of the Director, is compatible with the requirements of the proper operation of the ship. (b) In every ship of Class I, Class II or Class II(A) which is marked with a summer load line no sidescuttle shall be fitted in a between-decks such that its sill will be below a line drawn parallel to the freeboard deck at its side and which has its lower point at a distance of either - (i) 2.5% of the breadth of the ship above the summer load waterline; or (ii) 500 millimetres above the summer load waterline, whichever is the greater. Every sidescuttle in the between-decks of such a ship shall be either of a non-opening type or of an opening type fitted with locking arrangements approved by the Director.(c) If, in the between-decks of any ship of Class II(A) which is not marked with a summer load line, the sill of any sidescuttle is below a line drawn parallel to the bulkhead deck at side and which has its lowest point at a distance of 2.5% of the breadth of the ship above the deepest subdivision load waterline, every sidescuttle in that between-decks shall be of a non-opening type. If in a between-decks of such a ship all the sills of the side scuttles are above the aforesaid line, every sidescuttle in that between-decks shall be either of a non-opening type or of an opening type fitted with approved locking arrangements. No sidescuttle shall be so fitted that its sill is below the deepest subdivision load waterline. (d) No provision. (e) In every ship to which this Part applies, each sidescuttle below the margin line shall be fitted with an efficiently hinged deadlight permanently attached so that it can be readily and effectively closed and secured watertight. (f) In every ship to which this Part applies, a sidescuttle shall not be fitted below the margin line to any space appropriated solely for the carriage of cargo or coal. If sidescuttles are fitted below the margin line to spaces appropriated to carry either cargo or passengers, such sidescuttles and their deadlights shall be fitted with approved locking arrangements.(4) Automatic ventilating sidescuttles shall not be fitted below the margin line in the shell of any ship to which this Part applies. Inlets and discharges (5) (a) In every ship each inlet and discharge led through the shell below the margin line shall be fitted with efficient and readily accessible means for preventing the accidental admission of water into the ship. Lead or other heat-sensitive materials shall not be used for pipes fitted outboard of shell valves in inlets or discharges or in any other place where the deterioration of such pipes in the event of fire would give rise to the danger of flooding. (b) Each discharge led through the shell from any space below the margin line, not being a discharge in connection with machinery, shall be provided with either - (i) one automatic non-return valve fitted at the shell of the ship and having positive means of closure from a position or positions above the bulkhead deck or, in a ship which is marked with a summer load line, from a position or positions above the freeboard deck, whichever is the higher. Such positions shall be readily accessible at all times under service conditions and the means of closure shall be provided in either case with an indicator showing whether the valve is open or closed; or (ii) 2 automatic non-return valves having no positive means of closure in any ship which is marked with a summer load line and in which the vertical distance from the summer load waterline to the inboard end of the discharge pipe exceeds .01L, (where L is the length of the ship as defined in the Merchant Shipping (Safety) (Load Lines) (Length of Ship) Regulations (Cap 369 sub.leg.)) and in any ship which is not marked with a summer load line. One such valve shall be situated as close to the ship's shell as practicable and substantially connected thereto and the inboard valve shall be situated above the deepest load waterline and in a position such that it will at all times under service conditions be readily accessible for examination.(c) In every ship to which these regulations apply and which is marked with a summer load line every discharge led through the shell below the margin line from any space above the margin line, being a space below the freeboard deck or from within any enclosed superstructure or from within any deckhouse on the freeboard deck which is fitted with weathertight doors, not being a discharge in connection with machinery, shall be fitted with either- (i) one automatic non-return valve fitted in compliance with the requirements of subparagraph (b)(i); or (ii) 2 automatic non-return valves fitted in compliance w
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