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　 (Cap 369 section 123(3))* [4 October 1941] N.B. These regulations, which except for having its Chinese version published in the Annex to the Official Languages (Authentic Chinese text) (Merchant Shipping (Safety) Ordinance) Order (L.N. (C) 136 of 1997) were never published in the Gazette, remain in force by virtue of section 119(1) of the Merchant Shipping Ordinance (Cap 281). They were amended by G.N.A. 169 of 1950, 23 of 1998. ___________________________________________________________________ Note: * These regulations were made under section 10(6) of 10 of 1899. See section 119(1) of the Merchant Shipping Ordinance (Cap 281) and section 123(3) of the Merchant Shipping (Safety) Ordinance (Cap 369). Cap 369C Preamble PRELIMINARY I. Object of instructions and responsibility of surveyors The object of these instructions is to secure uniformity of action by Government surveyors of ships in the performance of their duties in regard to the survey of passenger ships under the provisions of the Merchant Shipping Ordinance (Cap 281) and also to indicate to shipowners, shipbuilders and others concerned the conditions under which the Governor is prepared to issue safety certificates or passenger certificates. Government surveyors are in no case to give a declaration either for the hull, boilers, machinery or equipment or any other matter unless they are fully satisfied that all the requirements of the Merchant Shipping Ordinance (Cap 281) and of the Merchant Shipping Acts 1894 to 1958+, relating to these matters have been complied with. It is the duty of the Government surveyors of ships to satisfy themselves personally regarding every detail of the survey of a passenger ship and not, without the authority of the Principal Surveyor of Ships, to trust to any certificate or other document given by any person not responsible to the Governor. This instruction does not apply to certificates of compass adjustment. II. Definitions (1) So far as the same are not inconsistent with the provisions of these instructions the definitions contained in regulation 2 of the Merchant Shipping (Life Saving Appliances) Regulations 1935, notwithstanding their revocation by the Merchant Shipping (Life Saving Appliances Regulations (Cap 369 sub. leg.), shall apply in the interpretation of these instructions. (2) In these instructions- "Principal Surveyor of Ships" (首席验船师) means the Assistant Director of Marine (Ship Surveys); "Declaration of Survey" (检验声明书) means a declaration made under Part VI of the Merchant Shipping Ordinance (Cap 281); "Safety convention ship" (安全公约船舶) means a ship belonging to a country to which the Safety Convention applies and the expression "Safety Convention passenger steamer" (安全公约客轮) shall be construed accordingly; "Special passenger trade" (特别客运业) or "Simla Special Trade" (西姆拉特别业务) means any passenger trade in which passenger steamers are employed in the carriage of large numbers of unberthed passengers, and "special passenger trade voyage" (特别客运业航程) shall be construed accordingly. III. Application for survey Every passenger steamer must be surveyed at least once every year. The survey will be arranged on the application of the owners whose duty it is to cause such survey to be made. Application for survey should be made on the form Surveys 6 which can be obtained at the Principal Surveyor of Ship's Office. IV. Notice of survey In order that the survey may be taken in hand without delay, at least three days' notice should be given to the Principal Surveyor of Ships. V. Fees to be paid before survey is commenced Except by the express direction of the Principal Surveyor of Ships, no survey shall be commenced until the appropriate fee is paid. VI. Presence of owner & c. at survey Government surveyors of ships should, if possible, make their inspections when the owner, agent, master or chief mate and chief engineer of the vessel are present. Defects can then be pointed out to the proper persons without incurring the uncertainty and delay attendant upon messages delivered to subordinate officers. If the owners do not instruct a responsible representative to be present, the Government surveyor of ships will proceed with the survey in his absence. VII. Written statement of repairs In order to prevent mistakes as to the nature and extent of repairs required by the Government surveyors whenever they cannot give a declaration until repairs are effected or alterations made, they will, on request, give to the owner or agent a written statement of the nature and extent of the defects to be remedied or alterations required. If any difference of opinion should arise or any questions be raised between the Government surveyor of ships and the owner, or other persons interested in the survey, the case should be reported to the Principal Surveyor of Ships. VIII. Alterations made subsequent to survey After the completion of the survey no change is to be made in the approved structural arrangements, watertight subdivision arrangements, passenger accommodation, equipments or machinery without the sanction of the Principal Surveyor of Ships. Surveyors should therefore make it generally known to owners and their technical representatives that where it is proposed to make any alterations or additions affecting the ship or its machinery or equipments, or the passengers'or crew's accommodation, prior information should be given to the Principal Surveyor of Ships so that appropriate action can be taken before such alterations or additions are made. In all cases the Principal Surveyor of Ships will decide whether or not it will be necessary to issue fresh declarations or certificates. IX. Accidents and damage When from any cause a passenger steamship has sustained damage affecting her seaworthiness or efficiency in any part of her hull, equipments or machinery a Government surveyor of ships is to go on board and ascertain the extent of the damage. The surveyor should at once report to the Principal Surveyor of Ships the result of his examination, and whether in his opinion the vessel is rendered inefficient or unseaworthy in hull, machinery or equipment, and whether or not he has detained the ship. On completion of any repairs a full report is to be filed in the office of the Principal Surveyor of Ships. X. Survey for issue of a certifying letter For the convenience of ship-builders and shipowners, the Government allows the surveyors to undertake the survey, or partial survey, during construction, of ships which will not qualify for a passenger certificate owing to the absence of passenger accommodation, or to non-compliance with the regulations having reference to hull, life-saving appliances, or other part of the equipment, machinery or boilers, and after such a survey, or partial survey (which may include the steam trial), the Government will, if desired, issue a letter certifying that the hull, machinery, boilers, or other parts specified, have been constructed to the satisfaction of the surveyor, and that, had the regulations been fully complied with in all other respects, the ship would have been entitled to a passenger certificate under the provisions of the Merchant Shipping Ordinance (Cap 281). In the survey for a certifying letter the procedure should be identical with that followed in the survey for passenger certificate. A letter similar in character to the above will be issued by the Government in respect of new engines, boilers, or auxiliary machinery which have been constructed under survey in the usual way, but do not comply with the highest legal requirements, and are therefore not entitled to a certificate. When for any reason, a ship is not to be surveyed during construction for a passenger certificate or certifying letter the Principal Surveyor of Ships will undertake to examine and advise upon any plans showing the hull scantlings, watertight subdivision and other arrangements and details proposed for the ship, and, where the final proposals comply with the legal requirements for passenger ships, to issue a certifying letter to that effect. ___________________________________________________________________ Note: + Please also see following- (a) in relation to the Merchant Shipping Act 1894, Part 3 of Schedule 5 to Cap 415 and s. 1 of Schedule 2 to Cap 508; (b) in relation to the Merchant Shipping Acts 1894 to 1979, s. 117 of Cap 281, s. 103 of Cap 415 and s. 142 of Cap 478. Cap 369C reg 1 Survey during construction PART I CONSTRUCTION OF HULL (1) Every new steamship for which, when completed, a safety certificate or a passenger certificate will be required, is to be surveyed during construction and these Instructions are for the guidance of the surveyor in carrying out this duty. (2) All proposals relating to hull scantlings, structural strength, watertight subdivision, escapes, weathertight arrangements and fire-resisting bulkheads are in the first instance to be referred to the Principal Surveyor of Ships. (See paragraph 74). (3) In order to avoid the inconvenience and delay which might arise if alterations or amendments are deemed necessary the various plans and particulars should be submitted before the work is put in hand at the ship. (4) As the construction of the ship proceeds the surveyor is to satisfy himself that the arrangements and details in connection with the structure of the hull, watertight subdivision, fire-resisting bulkheads, etc., are in accordance with the approved plans and these Instructions. Where any parts or arrangements are found to be materially different from those approved by the surveyor of ships or are unsatisfactory in any respect the surveyor is at once to forward a report to the Principal Surveyor of Ships. All pressure and hose tests specified in these Instructions are to be carried out in the presence and to the satisfaction of the surveyor, who will make appropriate records of the tests. (5) Standard of Subdivision: The surveyor must satisfy himself that the approved standard of subdivision is provided in the ship and the procedure described below is generally to be followed- (a) Spacing of watertight bulkheads: The positions of the main transverse bulkheads are to be noted from the approved subdivision plans and recorded in Form B.H.1. These positions are to be checked at the ship together with those of the approved steps and recesses in the watertight bulkheads, and the arrangement of longitudinal watertight and non-watertight bulkheads. (b) Form of ship: In order that the surveyor may satisfy himself that the form of the ship as built substantially agrees with the particulars from which the flooding curves have been developed, the following or other approved procedure is to be adopted- The surveyor is to measure from the plans and enter in Form B.H.1 a series of depths and breadths to the moulded lines in the plane of each main transverse bulkhead. In ordinary cases it will be sufficient to measure the breadth at points obtained by dividing the depth into six equal parts. If, however, the breadths could be more conveniently taken at each tenth of the ship's length or in any other positions, definite proposals to that effect are to be submitted for consideration. When the construction of the ship is sufficiently advanced the corresponding breadths are to be measured at the ship and entered in Form B.H.1.(c) Appropriation of Spaces: The appropriation of an spaces upon which the calculations of average permeabilities and criterion numeral are based is to be entered in Form B.H.1 and B.H.1A, and when the ship is completed the surveyor is to examine each space and satisfy himself that it will be used for the purpose shown on the approved plans. If it appears that a space will be used for a purpose such as would involve a higher average permeability of the portion of the ship in which the space is situated or an increase in the criterion numeral, the surveyor is to call the builder's attention to the matter and report full particulars to the Principal Surveyor of Ships.(d) Inspection of Subdivision Loadline Markings: Before issuing his declaration the surveyor is to inspect the subdivision loadline marks placed on the ship's sides, and satisfy himself that they are in accordance with paragraph 16 of these Instructions. The surveyor is held responsible for the duty of ensuring that the positions of the marks to which the ship may load when carrying passengers correspond with the approved subdivision draughts.(6) Entries in Form B.H.1: All particulars for which provision is made in Form B.H.1 are to be entered therein and on completion of the ship this form, with the diagram B.H.1A attached, is to be forwarded to the Principal Surveyor of Ships for examination and record. Cap 369C reg 2 Strength of ships Strength and inspection of hulls of new ships The structural plans and particulars specified in paragraph 74(1)(a) and (b) and any others which may be necessary for the purpose are to be submitted so that the Surveyor of Ships may determine whether the strength of all parts of the structure of the ship will be sufficient. If after approval of these submissions any structural modifications are made which may affect the strength of the ship or any of its parts, they are to be reported in detail for the Principal Surveyor of Ships' approval and instructions, and before issuing his declaration the surveyor is to satisfy himself that in an respects the ship has been constructed in accordance with the structural plans as finally approved by the Surveyor of Ships. Cap 369C reg 3 Ships to be surveyed before being painted or cemented The surveyor is not to undertake the first survey of a ship for a safety certificate or a passenger certificate after the hull is complete, painted and cemented until he has reported full particulars of the case to the Principal Surveyor of Ships and received instructions as to the action to be taken. Surveys made while a ship is being built are for the purpose of enabling the surveyor to form an opinion of the material, construction and workmanship, and when a surveyor declines to grant a declaration in consequence of not having inspected the hull before it was painted and cemented, the owners or builders of the ship are to be referred to the Principal Surveyor of Ships who will decide what steps are to be taken. Cap 369C reg 4 Dry docking During the survey for a safety certificate or a passenger certificate for the first time the bottom of a new ship need not be examined in dry dock after launching, if it has been examined by the surveyor before the ship is launched, unless he has special reasons for considering it necessary. In each case the procedure followed is to be recorded. Cap 369C reg 5 Degree of subdivision Watertight subdivision Every passenger ship shall be as efficiently subdivided as is possible having regard to its intended service. The instructions laid down in paragraphs 6 to 14 give effect to this principle by providing for the degree of subdivision to vary with the length of the ship and with the service in such manner that the highest degree of subdivision is required in ships of the greatest length primarily engaged in the carriage of passengers. Cap 369C reg 6 Definition of subdivision terms (1) The Subdivision Load-line (分舱载重线) is the water-line drawn parallel to the keel, used in determining the subdivision of the ship. (See also paragraph 16). (2) The Length of the Ship (L) (船舶长度(L)), in ships of the usual form at the ends, is to be measured between perpendiculars taken at the extremities of the deepest subdivision load-line.* (See note (i), Appendix I). (3) The Breadth of the Ship (B) (船舶宽度(B)), is the extreme width from outside of frame to outside of frame at or below the subdivision load-line. (4) The Bulkhead Deck (舱壁甲板) is the uppermost continuous deck to which all transverse watertight bulkheads are carried. (See also paragraph 7). (5) The Margin Line (限界线) is a line drawn parallel to the bulkhead deck at side line, and three inches below the upper surface of that deck at side.+ (See also paragraph 7 and Notes, Appendix I). (6) The Draught (d) (吃水(d)) is the vertical distance from the top of keel amidships to the subdivision load-line. (7) The Freeboard (f) (干舷(f)) is the vertical distance from the subdivision load-line to the margin line amidships. (See also Notes, Appendix I). (8) The Sheer (舷弧) of the bulkhead deck at any point is the vertical distance between the beam at side line at that point and a line drawn parallel to the subdivision load-line at the height of the beam at side line amidships. (See also Notes and Diagrams 1 to 6, Appendix I). (9) The Block Co-efficient of Fineness of Displacement to Subdivision Load-Line (至分舱载重线的排水量方形系数) referred to in Appendix I shall be determined as follows-Volume of displacement to moulded lines divided by (L. B. d.). (10) The Permeability (m) (渗透率(m)) of a space is the percentage of that space which can be occupied by water. The volume of a compartment which extends above the margin line shall be measured only to the height of that line. (See paragraphs 9 and 11). (11) The Machinery Space (机舱) is to be taken as extending in length between the extreme main transverse watertight bulkheads bounding the spaces devoted to the main and auxiliary propelling machinery, including boilers when installed, and it shall contain all permanent coal bunkers. (See also paragraph 11). (12) Passenger Spaces (客舱) are those which are provided for the accommodation and use of passengers, excluding baggage, store, provision and mail rooms. For the purposes of paragraphs 9 and 11, spaces provided below the margin line for the accommodation and use of the crew shall be regarded as passenger spaces. (13) A Watertight Deck (水密甲板) is a deck so constructed as to prevent water under pressure from passing through in either an upward or a downward direction. (14) A Weathertight Deck (风雨密甲板) is one through which, in ordinary sea conditions, water will not penetrate in a downward direction. The bulkhead deck is in all cases to be weathertight in this sense unless there is a deck above it which is weathertight. (15) Units of Measurement. Except where otherwise specified all linear dimensions are to be in feet and volumes in cubic feet, the latter being calculated to moulded lines. (16) For floodable length (可浸长度), permissible length (许可长度), factor of subdivision (分舱因数) and criterion of service (业务衡准) see paragraphs 7, 10, and 11 respectively. ___________________________________________________________________ Note: * No adjustment to this length will, as a general rule, be necessary unless the sectional area at the after perpendicular exceeds one-tenth of the midship sectional area, in which case full particulars should be submitted in order that an equitable length may be determined. + Where there is a variation in the thickness of the bulkhead deck at side, the top of the deck should be taken at the least thickness of the deck at side above the beam. If desired, however, the top of the deck may be taken at the mean thickness of the deck at side above the beam as calculated for the whole length of the deck; in this calculation no greater thickness is to be used than the least thickness plus two inches. Cap 369C reg 7 Floodable length Flooding calculations (1) In order to determine the subdivision of a ship it will be necessary to develop flooding curves which will indicate the floodable length at any point in the length of the ship. (2) For a ship which has a continuous bulkhead deck this floodable length is the maximum portion of the length of the ship having its centre at the point in question, which can be flooded under the definite assumptions as to permeability laid down in paragraph 9, without submerging the margin line. (3) If the ship has not a continuous bulkhead deck, the floodable length is to be calculated with reference to an assumed continuous margin line up to which, having regard to sinkage and trim after flooding, the sides of the ship and the bulkheads are watertight, special consideration being given to the requirements of these Instructions in which reference is made to the margin line. Examples of the procedure to be followed in certain cases are given in Diagrams 2 to 6, Appendix I. Cap 369C reg 8 Method of calculating floodable length Flooding curves are to be developed by a method of calculation which takes due account of the form, draught, and other characteristics of the ship in question. For the present the method described in Appendix I is to be used generally and to the exclusion of independent calculations, provided, however, that where it is shown to the satisfaction of the Principal Surveyor of Ships that a ship is of such unusual form that this method is not completely accurate, an approved alternative method may be used. (See paragraph 75). Cap 369C reg 9 Permeability (1) The definite assumptions referred to in paragraph 7 relate to the permeabilities of the spaces below the margin line. In determining the floodable length, a uniform average permeability shall be used throughout the whole length of each of the following portions of the ship below the margin line- (a) the machinery space as defined in paragraph 6(11); (b) the portion forward of the machinery space; and (c) the portion abaft the machinery space.(2) (a) For steamships the uniform average permeability throughout the machinery space shall be determined from the formula- ﹛ a-c ﹜ 80 + 12.5 ____ where v a = volume of the passenger spaces, as defined in paragraph 6(12) which are situated below the margin line within the limits of the machinery space. c = volume of between deck spaces below the margin line within the limits of the machinery space which are appropriated to cargo, coal or stores. v = whole volume of the machinery space below the margin line. (b) For ships propelled by internal combustion engines, the uniform average permeability shall be taken as 5 greater than that given by the above formula. (c) Where it is shown to the satisfaction of the Principal Surveyor of Ships that the average permeability of the machinery space, as determined by detailed calculation, is less than that given by the formula, the calculated value may be substituted. For the purposes of such calculation, the permeabilities of passenger spaces, as defined in paragraph 6(12), shall be taken as 95, that of all cargo, coal and store spaces as 60, and that of double bottom, oil fuel and other tanks at such values as may be approved in each case by the Principal Surveyor of Ships.(3) The uniform average permeability throughout the portion of the ship before (or abaft) the machinery space shall be determined from the formula- a63 + 35 ____ where va = volume of the passenger spaces, as defined in paragraph 6(12) which are situated below the margin line, before (or abaft) the machinery space, and v = whole volume of the portion of the ship below the margin line before (or abaft) the machinery space. (4) If a between deck compartment between two watertight transverse bulkheads contains any passenger or crew space, the whole of that compartment, less any space completely enclosed within permanent steel bulkheads and appropriated to other purposes, shall be regarded as passenger space. If, however, the passenger or crew space in question is completely enclosed within permanent steel bulkheads, only the space so enclosed need be considered as passenger space. Cap 369C reg 10 Permissible length of compartments (1) Permissible Length: The maximum permissible length of a compartment having its centre at any point in the ship's length is obtained from the floodable length by multiplying the latter by an appropriate factor called the factor of subdivision. (2) Factor of Subdivision: The factor of subdivision shall depend on the length of the ship, and for a given length shall vary according to the nature of the service for which the ship is intended. It shall decrease in a regular and continuous manner- (a) as the length of the ship increases; and (b) from a factor A, applicable to ships primarily engaged in the carriage of cargo, to a factor B, applicable to ships primarily engaged in the carriage of passengers.The variations of the factors A and B respectively shall be expressed by the following formulae- 190 A = ______________ + 18 (L = 430 and upwards) .................................................. (i) L - 198 100 B = ______________ + 18 (L = 260 and upwards) .................................................. (ii) L - 138where L is the length of the ship, as defined in paragraph 6(2). ___________________________________________________________________ Note: In consequence of this paragraph the diagram Plate I in Volume II of the "Instructions as to the Survey of Passenger Steamships" (published by the Ministry of Shipping, London) is cancelled. Cap 369C reg 11 Criterion of service (1) For a ship of given length the appropriate factor of subdivision shall be determined by the Criterion of Service Numeral (hereinafter called the Criterion Numeral) as given by the following formulae where- Cs = the Criterion Numeral; L = length of the ship, as defined in paragraph 6(2); M = the volume of the machinery space, as defined in paragraph 6(11); with the addition thereto of the volume of any permanent oil fuel bunkers which may be situated above the inner bottom and before (or abaft) the machinery space; P = the whole volume of the passenger spaces below the margin line, as defined in paragraph 6(12); V = the whole volume of the ship below the margin line; N = number of passengers for which the ship is to be certified; and P1 = .6LN where .6L represents the specific volume per passenger in cubic feet for criterion purposes. (Where, however, it is shown to the satisfaction of the Principal Surveyor of Ships that the value of .6LN is greater than the sum of P and the whole volume of the actual passenger spaces above the margin line, the lower figure may be taken provided that the value of P1 used is not less than .4LN). When P1 is greater than P M + 2P1 Cs = 72 __________________ ...................................................................................... (iii) V + P1 - Pand in other cases M + 2P Cs = 72 __________________ ...................................................................................... (iv) V(2) Limiting Values of Criterion Numeral- (a) Values of Cs less than 23 shall be taken as 23 and (b) Values of Cs greater than 123 shall be taken as 123. (c) For the purposes of paragraph 12(2) and 12(3) 4691 - 10L S = ___________________ 17(3) For ships not having a continuous bulkhead deck, the volumes are to be taken up to the actual margin lines used in determining the floodable lengths. Cap 369C reg 12 Rules for subdivision (1) The subdivision abaft the fore peak of ships 430 feet in length and upwards shall be governed by the factor F given by the formula- (A - B) (Cs - 23) F = A - _______________________________ ......................................................................... (v) 100Where A and B respectively are the factors (i) and (ii) defined in paragraph 10. Where the factor F is less than .40 and it is shown to the satisfaction of the Principal Surveyor of Ships to be impracticable to comply with the factor F in a machinery compartment of the ship, the length of such compartment may be governed by an increased factor, which, however, shall not exceed .40. (2) The subdivision abaft the fore peak of ships less than 430 feet but not less than 260 feet in length having a criterion-numeral not less than S, shall be governed by the factor F given by the formula- (1 - B) (Cs - S) F = 1 _______________________________ 123 - Swhere B is the factor (ii) defined in paragraph 10. (3) The subdivision abaft the fore peak of ships less than 430 feet but not less than 260 feet in length and having a criterion numeral less than S; and of all ships less than 260 feet in length, shall be governed by the factor unity, unless it is shown to the satisfaction of the Surveyor of Ships to be impracticable to comply with this factor in any part of the ship, in which case, the Principal Surveyor of Ships may allow such relaxation as may appear to be justified, having regard to all the circumstances. (4) The provisions of sub-paragraph (3) shall apply also to ships of whatever length, which are to be certified to carry a number of passengers exceeding 12, but not exceeding either L2 in feet ___________________ or 50, whichever is the less. 7000 Cap 369C reg 13 Special rules concerning subdivision (1) Permissible length of pairs of compartments: (a) A compartment may exceed the permissible length determined by the rules of paragraph 12, provided the combined length of each pair of adjacent compartments to which the compartment in question is common, does not exceed either the floodable length, or twice the permissible length, whichever is the less (see also clause (4) of this paragraph). (b) If one of the two adjacent compartments is situated inside the machinery space, and the second is situated outside the machinery space, and the average permeability of the portion of the ship in which the second is situated differs from that of the machinery space, the combined length of the two compartments shall be adjusted to the mean average permeability of the two portions of the ship in which the compartments are situated. (c) Where the lengths of two adjacent compartments are governed by different factors of subdivision, the combined length of the two compartments shall be determined proportionately.(2) Additional subdivision at Forward end: In ships 430 feet in length and upwards, one of the main transverse bulkheads abaft the fore peak shall be fitted at a distance from the forward perpendicular which is not greater than the permissible length. (3) Recesses in Bulkheads: A main transverse bulkhead may be recessed provided that all parts of the recess lie inboard of vertical surfaces on both sides of the ship, situated at a distance from the shell plating equal to .20B, and measured at right angles to the centre-line at the level of the deepest subdivision loadline. Any part of a recess which lies outside these limits shall be dealt with as a step in accordance with the following sub-paragraph. (4) Steps in Bulkheads: A main transverse bulkhead may be stepped provided that- (a) the combined length of the two compartments, separated by the bulkhead in question, does not exceed 90 per cent of the floodable length; or (b) additional subdivision is provided in way of the step to maintain the same measure of safety as that secured by a plane bulkhead.(5) Equivalent plane Bulkheads: Where a main transverse bulkhead is recessed or stepped, and equivalent plane bulkhead shall be used in determining the subdivision. (6) Minimum spacing of Bulkheads: If the distance between two adjacent main transverse bulkheads, or their equivalent plane bulkheads, or the distance between the transverse planes passing through the nearest stepped portions of the bulkheads, is less than .02L+10 feet, only one of these bulkheads shall be regarded as forming part of the subdivision of the ship in accordance with the provisions of paragraph 12. (7) Allowance for Local Subdivision: (a) Where a main transverse watertight compartment contains local subdivision and it can be shown to the satisfaction of the Surveyor of Ships that, after any assumed side damage extending over a length in feet of .02L+10, the whole volume of the main compartment will not be flooded, a proportionate allowance may be made in the permissible length otherwise required for such compartment. In such a case the volume of effective buoyancy assumed on the undamaged side shall not be greater than that assumed on the damaged side.(b) The claim for such allowance shall be accompanied by plans showing the proposed local subdivision and the volumes of the main and sub-compartments concerned. No allowance will be made where the main compartment and sub-compartments are liable to be in open communication, below the level of the margin line, through air, sounding or other pipes, etc.(8) Longitudinal Subdivision: (a) Where it is proposed to fit watertight decks, inner skins or longitudinal bulkheads, watertight or non-watertight, the Surveyor of Ships shall be satisfied that the safety of the ship will not be diminished in any respect, particularly having in view the possible listing effect of flooding in way of such structural arrangements. Except as provided in sub-paragraph (7) no relaxation from the requirements for transverse subdivision shall be made in respect of longitudinal subdivision. (b) The arrangements which fall within the general category of longitudinal subdivision are of such a varied character that it is not possible to lay down definite rules which would apply equitably to all cases that may arise in practice. (c) Calculations of angle of heel or of effect on stability may be necessary and plans showing the proposed longitudinal subdivision are therefore to be submitted for the Principal Surveyor of Ships for consideration and decision as to the calculations to be made and the spaces to be assumed flooded. The object of these calculations is to show: (i) The angle of heel which might result from flooding due to side damage extending over a length in feet not exceeding .02L+10. If this angle is more than 7 degrees, the Surveyor of Ships will as a rule require such arrangements to be made as will enable the list to be expeditiously reduced to an angle not exceeding 7 degrees.(ii) The angle of heel which might result from flooding of such compartments as may reasonably be assumed vulnerable under certain conditions of damage having regard to the arrangements under consideration. If this angle is such that the margin line would not be submerged the arrangements may be allowed, otherwise they will require modification.(iii) The effect on stability of flooding in way of a watertight deck.The result of this calculation will be considered on its merits. (d) In making these calculations the ship is to be assumed to be in the worst anticipated service condition as regards stability, the permeabilities of the spaces assumed to be flooded being taken consistent with this condition as far as possible. (e) The stability conditions assumed in these calculations are to be confirmed after the ship has been inclined (see paragraph 53). Cap 369C reg 14 Peak and machinery space bulkheads, shaft tunnels, etc. (1) Collision Bulkhead: Every ship shall have a fore-peak or collision bulkhead, which shall be watertight up to the bulkhead deck. This bulkhead shall be fitted not less than .05L, and not more than .05L+10 feet from the forward perpendicular. If the ship has a long forward superstructure, the fore-peak bulkhead shall be extended weathertight to the deck next above the bulkhead deck. The extension need not be fitted directly over the bulkhead below, provided it is at least .05L from the forward perpendicular, and the part of the bulkhead deck which forms the step is made effectively weathertight. (See paragraph 18(5)). (2) After-peak and Machinery Space Bulkheads: An after-peak bulkhead, and bulkheads dividing the machinery space, as defined in paragraph 6(11), from the cargo and passenger spaces forward and aft, shall also be fitted and made watertight up to the bulkhead deck. The after-peak bulkhead may, however, be stopped below the bulkhead deck, provided the degree of safety of the ship as regards subdivision is not thereby diminished. (3) Stern Tubes and Glands: In all cases stern tubes shall be enclosed in watertight spaces. The stern gland shall be situated within a watertight shaft tunnel or other space of such volume that if flooded by leakage through the stern gland the margin line will not be submerged. The height and width of the watertight tunnel or compartment shall be sufficient at every part to allow proper attention being given to shaft couplings, bearings, etc., within the space. When the tunnels or their equivalent form part of the scheme of subdivision of a ship they shall be constructed as required by paragraphs 17 to 25. Cap 369C reg 15 Double bottoms (1) Longitudinal Extent: (a) In ships 200 feet and under 249 feet in length a double bottom shall be fitted at least from the machinery space to the fore peak bulkhead, or as near thereto as practicable. (b) In ships 249 feet and under 330 feet in length a double bottom shall be fitted at least outside the machinery space, and shall extend to the fore and after peak bulkheads, or as near thereto as practicable. (c) In ships 330 feet in length and upwards a double bottom shall be fitted amidships, and shall extend to the fore and after peak bulkheads, or as near thereto as practicable.(2) Transverse Extent: (a) Where a double bottom is required to be fitted 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 bilge. (b) Such protection will be deemed satisfactory if the line of intersection of the outer edge of the margin plate with the bilge plating is not lower at any part than a horizontal plane passing through the point of intersection with the frame fine amidships of a transverse diagonal line inclined at 25 degrees to the base fine and cutting it at a point one-half the ship's moulded breadth from the middle line.(3) Wells in Inner Bottom: Wells constructed in the double bottom in connection with the drainage arrangements shall not extend downwards more than necessary, nor shall they be less than 18 inches from the outer bottom or from the inner edge of the margin plate. A well extending to the outer bottom is, however, permitted at the after end of the shaft tunnel of screw ships. (4) Means of Access-Protection of Air and Sounding Pipes: The inner bottom must only be pierced for such manholes as are necessary for access and must be fitted with efficient covers having such arrangements as will secure effective watertight joints. All air and sounding pipes are to be effectively protected against risk of damage from cargo, coal, etc. (See paragraphs 124, 260 and 261). Cap 369C reg 16 Assigning, marking and recording of subdivision load-lines (1) (a) In order that the required degree of subdivision shall be maintained, a load-line, corresponding to the approved sub-division draught is to be assigned and marked on the ship's sides. (b) Ships having spaces which are adapted for the accommodation of passengers and the carriage of cargo alternatively may have, if the owners desire, one or more additional load-line marks corresponding to the subdivision draughts approved for the alternative conditions. (c) The positions of the subdivision load-lines and the conditions under which they apply shall be determined in every case by a Surveyor of Ships.(2) The subdivision load-lines assigned and marked under the foregoing provisions shall be recorded in the Safety Certificate, and shall be distinguished by the notation C.1 for the principal passenger condition, and C.2, C.3, etc., for the alternative conditions. (3) The freeboard corresponding to each of these loadlines inserted in the Safety Certificate shall be measured at the same position and from the same deck line as the freeboards determined by the Load Line Rules. (4) In no case shall any subdivision loadline mark be placed above the deepest loadline in salt water as determined by the strength of the ship and/or the Load Line Rules. (5) As regards inspection of subdivision loadlines, see paragraph 1(5)(d). Cap 369C reg 17 Strength and construction Construction and Scantlings of Watertight Bulkheads, Decks, Recesses, Trunks, Tunnels, Inner Skins and Oil Fuel Tanks All watertight bulkheads, decks, recesses, etc., forming part of the subdivision arrangements should be of such strength and so constructed as to be capable of supporting with a proper margin of resistance, the pressure due to a head of water up to the margin line. Cap 369C reg 18 Watertight transverse bulkheads (1) Plating: Transverse bulkheads shall be watertight up to the bulkhead deck, and shall have plating of not less thickness than required by Table 4, Appendix II. Where a transverse bulkhead is at the end of a stokehold space, the lower part of the bulkhead plating to a height of at least 24 inches above the stokehold floor, shall be at least .1 inch thicker than given by the Table. Where a transverse bulkhead is at the end of a bunker space, the lowest strake shall be at least 36 inches high and .1 inch thicker than given by the Table. In all other cases the lowest strake shall be at least .04 inch thicker, except that any limber plates shall be .1 inch thicker. (2) Boundary Angles: These may be single and shall be at least .1 inch thicker than the bulkhead plating required by the Table. (3) Stiffeners: (a) These shall be in accordance with Table 1 or Table 2, Appendix II, in association with a spacing of 30 inches. Other forms of stiffener may be adopted if they provide not less strength and stiffness than those tabulated, and the spacing of stiffeners may be increased up to a maximum of 36 inches, provided they be correspondingly increased in strength and stiffness. The lower end of each stiffener is to be attached to the shell plating, to the inner bottom plating or to efficient horizontal plating.(b) At each deck level which forms the top of a system of stiffeners, plating is to be provided of a character which win ensure horizontal rigidity in the bulkhead. (c) In the case of hold stiffeners connected to the inner bottom plating the lower bracket or its connecting angle shall extend over the floor adjacent to the bulkhead; the upper bracket is to be connected to angles which extend over the beam space, or other effective means shall be adopted for securing the necessary structural rigidity at these parts. (d) Where stiffeners are cut in way of watertight doors in the lower part of a bulkhead, the opening is to be suitably framed and bracketed, and a tapered web plate or buttress, stiffened on its edge, is to be fitted at each side of the door from the base of the bulkhead to well above the door opening. Where stiffeners are not cut, but where the space between stiffeners has to be increased on account of watertight doors in 'tween deck bulkheads, the stiffeners at the sides of the doorway shall be increased in depth and strength. In all cases where stiffeners are cut, or are widely spaced, the efficiency shall be at least equal to that of the unpierced bulkhead, without taking the door-frames into consideration. The frames of watertight doors are to be well fitted and strongly connected to the bulkhead.(4) Riveting: (a) The rivets in seams, and connections of plating and boundary bars of bulkheads shall be spaced not more than 4 1/2 diameters centre to centre, except on the shell flange of boundary angles where they may be 5 diameters centre to centre. (b) Where the distance below the bulkhead deck is more than 35 feet, the boundary angles shall be double riveted in both flanges, and the vertical connection of plates shall also be double riveted. (c) The rivets connecting stiffeners to bulkhead plating shall be spaced not more than seven diameters centre to centre, and in the case of stiffeners having no bracket attachment, they shall be spaced four diameters for 15 per cent of their length each end.(5) Collision Bulkhead: The scantlings, both of plates and stiffeners shall not be less than are required for ordinary transverse bulkheads having stiffeners at 30 inch spacing, but the spacing of the stiffeners is not to exceed 24 inches. Where this bulkhead extends above the bulkhead deck as required by paragraph 14, the extension is to have the same scantlings as an ordinary upper 'tween deck watertight bulkhead, and is to be made weathertight. Cap 369C reg 19 Watertight longitudinal bulkheads All provisions relating to main transverse watertight bulkheads shall, so far as is practicable, apply to watertight longitudinal bulkheads. They shall be equal in strength, stiffness and efficiency to transverse bulkheads of the same depth and shall be constructed in a similar manner. Cap 369C reg 20 Watertight decks, steps and flats (1) Plating: The horizontal plating shall be at least 04 inch thicker than required for bulkheads at corresponding levels. (2) Beams: These shall be of the sizes given for stiffeners in Table 2, Appendix II, in association with a spacing of 30 inches, except where beams are fitted in short lengths bracketed at each end when they may be based on Table 1. The "length" (长度) to be used with the Tables is to be the greatest distance between the points of support (when the beams are bracketed at one end the length for Table 2 may be reduced by the width of the bracket) and the "height" (高度) is to be the distance from the bulkhead deck to the watertight deck or flat minus half the "length". (3) Where frames pass through a watertight deck or step, watertightness is to be maintained by means of caulked angle chocks or by cast iron or cast steel chocks efficiently secured or rust jointed. (4) The necessary supports to the beams are to be provided by bulkheads or by efficient girders pillared as required, care being taken that the rivet connections of the pillars are sufficient to withstand the load due to water pressure. The distance between the lines of support is not to exceed about 15 feet. Cap 369C reg 21 Watertight recesses These shall be so constructed as to provide strength and stiffness at all parts not less than as required for watertight bulkheads and flats. Cap 369C reg 22 Watertight ventilators and trunks (1) Watertight ventilators and watertight trunks fitted for ventilation or other purposes shall be carried at least up to the margin line, and shall be of the same strength as watertight bulkheads at corresponding levels. (2) The means for making them watertight and the arrangements adopted for closing the openings in them shall be to the satisfaction of the surveyor. Cap 369C reg 23 Watertight tunnels (1) The sizes of the stiffeners shall be in accordance with Table 5, Appendix II in association with a spacing of 36 inches. The foot of each stiffener is to overlap and be attached to the tunnel base angle in all cases. (2) Curved plating may be of the thickness given in Table 4 for 30 inch spacing, but flat plating is to be of the thickness required for the actual spacing of the stiffeners. Cap 369C reg 24 Watertight inner skins These shall be of such a strength and construction as will enable them to withstand a head of water up to the bulkhead deck. Cap 369C reg 25 Oil fuel tanks (1) Double bottoms, peak tanks, deep tanks and bunkers intended for the storage of oil fuel are to be of approved construction. (2) If the storage and settling tanks are to be constructed to the requirements of a recognized Classification Society, a copy of the detailed plans approved by the Society is to be forwarded for consideration. In all other cases fully detailed plans of the proposed construction, including riveting, etc., are to be submitted for approval before the work is taken in hand. (See paragraphs 74, 257, 258 and 286). Cap 369C reg 26 Hose tests Testing of watertight bulkheads, etc. (1) Testing main compartments by filling them with water is not compulsory. A complete examination of the bulkheads shall be made by a surveyor; and, in addition, a hose test shall be made in all cases. (2) After completion, a hose or flooding test shall be applied to watertight decks and a hose test to watertight trunks, ventilators and tunnels. (3) Hose testing of watertight bulkheads, decks, and tunnels is to be carried out under simultaneous inspection on both sides of the plating, while water is being played upon all riveted and caulked surfaces. (4) The pressure of the water in the hose shall not be less than 30 lbs. per square inch. Cap 369C reg 27 Pressure tests of fore peak, double bottoms, inner skins, etc. (1) The fore peak is to be tested by filling it with water up to the level of the deepest subdivision loadline. (2) Double bottoms, duct keels and inner skins are to be subjected to a head of water up to the margin line. (3) Tanks which are intended to hold liquids and which form part of the subdivision of the ship are to be subjected to a head of water up to the deepest subdivision loadline or to a head corresponding to two-thirds of the depth from the keel to the margin line in way of the tanks, whichever is the greater. These tests are for the purpose of ensuring that the subdivision structural arrangements are watertight, and are not to be regarded as a test of the fitness of any compartment for the storage of oil fuel or for other special purposes for which a test of a superior character may be required, depending on the height to which the liquid has access in the tank or its connections. (See paragraph 259). (4) If a ship under construction is not intended to carry liquid fuel in the double bottoms, the surveyor need not necessarily witness the tests of these compartments, unless the ship is not classed. If, however, the double bottoms are to be used for liquid fuel, the surveyor is to witness the tests whether the ship is classed or not. Cap 369C reg 28 Limitation of number of openings Openings in watertight bulkheads and the means for closing them (1) The number of openings in watertight bulkheads shall be reduced to the minimum compatible with the design and efficient working of the ship. Satisfactory means shall be provided for closing these openings. (2) Special consideration shall be given to the arrangement of air trunks or tunnels for forced draught so as to avoid, so far as possible, piercing the watertight bulkheads. (3) Within the machinery space and apart from those leading to bunkers and tunnels, there shall not be more than one opening in each main transverse bulkhead for inter-communication and these openings shall be so located as to have their sills as high as practicable. When the engine-room is subdivided by longitudinal watertight bulkheads the case should be submitted for special consideration under this sub-paragraph. Cap 369C reg 29 Openings not permitted in certain bulkheads (1) Doorways, manholes or access openings are not permitted: (a) in the collision bulkhead below the margin line; (b) in the main transverse bulkheads dividing a cargo space from an adjoining cargo space or from a permanent or reserve bunker, except as provided for in paragraph 41(3).(2) 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 to the collision bulkhead inside the fore peak. (3) Openings closed only by portable bolted plates are not permitted in watertight bulkheads outside the machinery space. Such openings may be permitted for special purposes within the machinery spaces, subject to the condition that they will be closed and made watertight before the ship leaves port and not opened at sea except in the case of urgent necessity. The surveyor should ascertain that steps have been taken for securing compliance with this condition, on the fines indicated in paragraph 43(13) relating to side scuttles and dead lights. Whenever these plates are removed, all necessary precautions should be taken in replacing them to ensure watertightness. (4) Openings closed by sluice valves are not permitted in the watertight subdivision bulkheads. Cap 369C reg 30 Pipes, etc., through bulkheads Where pipes, electric cables, etc., pass through the main transverse bulkheads, arrangements shall be made to ensure that the watertightness of the bulkheads is not impaired. (See paragraph 122 (f)). Cap 369C reg 31 Means for closing openings The arrangement and efficiency of the means for closing each opening in watertight bulkheads shall be consistent with its intended purpose and with the position in which it is fitted, and shall be generally to the satisfaction of the Surveyor of Ships. Watertight doors fitted in bulkheads between permanent and reserve bunkers shall always be accessible except as provided in paragraph 41(5)(c). Watertight doors shall comply with the following requirements. Cap 369C reg 32 Types of doors (1) The only types of watertight doors permissible are hinged doors and sliding doors. (2) A sliding door may have a horizontal or vertical motion. If required to be hand operated only, the gearing shall be capable of being worked at the door itself and also at an accessible position above the bulkhead deck. Cap 369C reg 33 Classes of watertight doors The permissible classes of doors are: Class 1.-Hinged doors fitted with catches workable from each side of the bulkhead. Class 2.-Sliding doors operated by hand gear only. Class 3.-Sliding doors with brass rubbing faces operated by hand gear only. Class 4.-Sliding doors with brass faces operated by a releasing arrangement above the bulkhead deck as described in paragraph 35, and by hand gear. Class 5.-Sliding doors with brass rubbing faces operated by power from a central control, as described in paragraph 36, and by hand gear. Cap 369C reg 34 Hand gear for watertight doors The mechanism required for closing sliding watertight doors by hand from above the bulkhead deck shall be expeditious in its action and sufficiently powerful to be capable of closing the door under unfavourable circumstances. The operating gear shall be accessible in all cases. It should, if possible, consist of a crank handle or a wheel and handle, and be permanently attached to the shafting so as to be always ready for use. If this cannot be done, the handle or wheel must be stowed immediately alongside the working position. There shall be an index at the operating position showing whether the door is open or closed. The lead of shafting to the door should be as direct and free from complications as possible. All screws, rods and other apparatus for raising and lowering watertight doors must be provided with proper lubrication, and guarded where necessary. Cap 369C reg 35 Doors which close by their own weight If a door is required to be closed by dropping or by the action of a dropping weight, it shall be fitted with a suitable arrangement to regulate the closing movement and the gearing shall be so arranged that the door can be released both at the door itself and at an accessible position above the bulkhead deck. Hand gear shall also be provided, so arranged as to operate at the door itself and above the bulkhead deck, and also so that, after being disengaged for dropping, it can be quickly re-engaged from either the upper or the lower position. If the surveyor is of opinion that there is danger of persons being injured while passing through a doorway in a bulkhead owing to the door being of a quick-closing type, or for any other reason, a report of all the circumstances should be forwarded to the Principal Surveyor of Ships before a declaration is issued. Cap 369C reg 36 Doors which close by power If a door is required to be power operated from a central control, the gearing shall be so arranged that the door can be operated by power also at the door itself. The arrangement shall be such that the door will close automatically if opened by the local control after being closed from the central control, and also such that any door can be kept closed by local arrangements which will prevent that door from being opened from the central control. Such power operated doors shall be provided with hand gear, workable both at the door itself and from an accessible position above the bulkhead deck. The arrangements shall comply with the following conditions- The power shall always be available at sea and ample for working the doors. The source of power shall be in duplicate, each power unit being sufficient to work the whole of the doors. An indicator shall be fitted at the central control station showing when power is available, and it shall be possible to close all the power worked doors practically simultaneously. The fluid used in a hydraulic system shall be a non-freezing mixture when low temperatures are likely to be encountered. The hand operating gear required to be fitted in connection with power-worked doors should be permanently attached to the doors unless satisfactory means are provided for speedily and reliably engaging it from above the bulkhead deck. In any case it should be seen that when the power is shut off there is no danger of vertical doors dropping, and the arrangements shall be such that, in the event of the power failing, the working of the hand gear on doors worked by hydraulic power will not be prevented or hindered by water-lock in the power or closing gear pipe. If bilge floats are fitted the arrangements must not interfere with any other part of the closing system. Cap 369C reg 37 Indictors In all classes of sliding doors, indicators shall be fitted at all operating stations other than the door itself, showing whether the door is opened or closed. The arrangements at the door shall be such as to minimize the possibility of tampering to cause the indicator to show a door closed, when open. Cap 369C reg 38 Sound signals and warnings (1) Power doors in passenger, crew and working spaces, which are capable of being closed from a position from which the doors are not visible, shall be fitted with sound signals for giving sufficient warning in all cases when they are about to be closed. One movement at the closing station shall be sufficient both to sound the signals and to close the doors and the signals shall work effectively even when the vessel has a fist. (2) When the doors are not capable of being closed from a central control station, means of communication by telegraph, telephone or otherwise (such as by suitably distributed gongs sounding loudly an agreed signal), are to be provided whereby the responsible officer may rapidly communicate with the members of the staff responsible for closing doors. Cap 369C reg 39 Construction (1) Watertight doors shall be constructed to approved designs. Doors giving direct access to any spaces containing bunker coal shall, together with the frames, be made of cast or wrought steel. In other positions, doors and frames may be made of cast iron. Brass rubbing faces of sliding doors may be formed either on the door or frame. They should be protected against damage while a door is being closed. If brass strips are used they shall be firmly secured and, if one inch or less in width, they shall be fitted in recesses. (2) Where screw gear is used for operating the door, the screw shall work in a gun metal nut. (3) Vertical doors should have no groove at the bottom in which dirt may lodge so as to prevent the door closing properly. The bottom bearing of the door may, however, be of skeleton form so arranged that dirt cannot easily lodge. The bottom edge of vertical doors shall be tapered or bevelled to cut through coal or other obstacles. (4) Unless sliding doors are very substantially constructed intermediate points of support may be necessary along the leading and trailing edges, when the doors are in the closed position, especially if they have to resist considerable pressure. (5) The frames shall be carefully fitted to the bulkheads and the joints should be of a kind that will not be liable to deteriorate with age or be readily injured by heat. Thin hard wood may be used in ordinary cases, but for bunkers or where oil may take fire the jointing must be indestructible by fire. (6) Satisfactory arrangements shall be made by means of screens or otherwise to prevent coal from interfering with the closing of watertight bunker doors. (7) It should be ensured that horizontal sliding doors will not move when the ship is rolling and where necessary a clip or other device shall be provided to prevent the door closing when the ship is severely inclined. (8) For the efficient working of the doors it is essential that the working parts should be properly lubricated and the gear guarded where necessary. Cap 369C reg 40 Test of watertight doors (1) Watertight doors shall be tested by water pressure to a head up to the margin line. The test shall be made before the ship is put in service either before or after the door is fitted. Where there are several doors of the same type to be fitted in a ship, one of the type may be selected for test at the maker's works and, provided the result of the test is satisfactory, the remaining doors of the type may be accepted without such tests. In closing the doors for the test to be applied, the power exerted should not exceed that available for operating the doors on board the ship for which they are intended. The frame-work in the workshop to which the door frame is secured for the purpose of testing, should not be such as to give greater reinforcement to the frame than the stiffening on the bulkhead to which it is to be attached. The head of water should be taken from the bottom of the door to the margin line in way of the bulkhead on which the door is fitted, but in no case should the test pressure be less than 20 feet head for sliding doors and 10 feet head for hinged doors. The purpose of the test is to show that the door is of sufficient strength and reasonably tight under the test pressure. The amount of leakage is to be recorded. (2) After being fitted in place on the bulkhead, the door including the watertightness of the attachment of the door frame to the bulkheads, is to be tested by a hose in the manner required for the bulkhead (see paragraph 26). (3) All the doors should be operated by hand, and by power if provided, in the presence of the Surveyor and the times taken to close should be reported. In the case of bunker doors the closing tests should be made when coal is in the bunkers. (4) The Surveyor should see that the indicators and warning signals are efficient. Cap 369C reg 41 Classes of doors required (1) Where it is stated in this section that a door should be of a specified class, a door of a class bearing a lower number in the table in paragraph 33 may not be fitted, but a door of a class bearing a higher number may be fitted. (2) Hinged watertight doors in passenger, crew, and working spaces are only permitted above a deck, the under side of which at its lowest point at side is at least 7 feet above the deepest subdivision loadline, and they are not permitted in such spaces below such a deck. (3) Hinged watertight doors of satisfactory construction may be fitted in bulkheads dividing cargo between deck spaces, in levels in which side cargo doors would be permitted under the provision of paragraph 47. These doors shall be closed before the voyage commences and shall be kept closed during the voyage. The Surveyor should ascertain that steps have been taken for securing compliance with this condition, on the lines indicated in paragraph 43(13) relating to side scuttles and dead lights. The time of opening such doors in port and of closing them before the ship leaves port shall be entered in the official log book. Where it is proposed to fit such doors, the number and arrangements shall be submitted for consideration, and a statement shall be required from the owners certifying as to the absolute necessity of such doors. (4) All other doors shall be sliding doors and when situated with their sills above the deepest subdivision loadline may, subject to power doors being required in special cases (sub-paragraph 5(d)) be hand operated sliding doors (Class 3). (5) When any doors which may be sometimes opened at sea, excluding those at the entrances of tunnels, are fitted in the main transverse watertight bulkheads at such a height that their sills are below the deepest subdivision loadline, the following rules shall apply, subject to power operated doors (Class 5) being required in special cases (sub-paragraphs (c) and (d))- (a) When the number of such doors exceeds five they shall be power operated (Class 5) and shall be capable of being simultaneously closed from a station situated on the bridge, the closing of these doors being preceded by a warning sound signal. (b) When the number of such doors does not exceed five- (i) if the criterion numeral does not exceed 30, they may be Class 3 doors operated by hand only; (ii) if the criterion numeral exceeds 30, but does not exceed 60, they may be either Class 4 dropping doors fitted with releasing gear and hand gear operated at the door and from above the bulkhead deck, or doors operated by power; (iii) if the criterion numeral exceeds 60, they shall be power operated (Class 5) and shall be capable of being simultaneously closed from a station