5476 NEW ZEALAND GAZETTE No. 190

be brought into operation from the dead ship condition without external aid.

(5) Pneumatic and other parts of machinery, all steam, hydraulic, pneumatic boilers and other systems and their associated fittings which are under internal pressure shall be subjected to appropriate tests including a pressure test before being put into service for the first time.

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

(7) Provision shall be made to facilitate cleaning, inspection and maintenance of main propulsion and auxiliary machinery including boilers and pressure vessels.

(8) Special consideration shall be given to the design, construction and installation of propulsion machinery systems so that any mode of their vibrations shall not cause undue stresses in this machinery in the normal operating ranges.

32. Means of Going Astern—(1) Sufficient power for going astern shall be provided to secure proper control of the ship in all normal circumstances.

(2) The ability of the machinery to reverse the direction of thrust of the propeller in sufficient time, and so to bring the ship to rest within a reasonable distance from maximum ahead service speed, shall be demonstrated and recorded.

(3) The stopping times, ship headings and distances recorded on trials, together with the results of trials to determine the ability of ships having multiple propellers to navigate and manoeuvre with one or more propellers inoperative, shall be available on board for the use of the master.

(4) Where the ship is provided with supplementary means for manoeuvring or stopping, the effectiveness of such means shall be demonstrated and recorded as referred to in sub-clauses (2) and (3) of this clause.

33. Machinery—(1) Where risk from overspeeding of machinery exists, means shall be provided to ensure that the safe speed is not exceeded.

(2) Where main or auxiliary machinery including pressure vessels or any parts of such machinery are subject to internal pressure and may be subject to dangerous overpressure, means shall be provided where practicable to protect against such excessive pressure.

(3) All gearing and every shaft and coupling used for transmission of power to machinery essential for the propulsion and safety of the ship or for the safety of persons on board shall be so designed and constructed that they will withstand the maximum working stresses to which they may be subjected in all service conditions, and due consideration shall be given to the type of engines by which they are driven or of which they form part.

(4) Internal combustion engines of a cylinder diameter of 200mm or a crankcase volume of 0.6m³ and above shall be provided with crankcase explosion relief valves of a suitable type with sufficient relief area. The relief valves shall be arranged or provided with means to ensure that discharge from them is so directed as to minimise the possibility of injury to personnel.

(5) Main turbine propulsion machinery and, where applicable, main internal combustion propulsion machinery and auxiliary machinery shall be provided with automatic shutoff arrangements in the case of failures such as lubricating oil supply failure which could lead rapidly to complete breakdown, serious damage or explosion. The Chief Surveyor may permit provisions for overriding automatic shutoff devices.

34. Machinery Controls—(1) Main and auxiliary machinery essential for the propulsion and safety of the ship shall be provided with effective means for its operation and control.

(2) Where remote control of propulsion machinery from the navigating bridge is provided and the machinery spaces are intended to be manned, the following shall apply:

(a) the speed, direction of thrust and, if applicable, the pitch of the propeller shall be fully controllable from the navigating bridge under all sailing conditions, including manoeuvring;

(b) the remote control shall be performed, for each independent propeller, by a control device so designed and constructed that its operation does not require particular attention to the operational details of the machinery. Where multiple propellers are designed to operate simultaneously, they may be controlled by one control device;

(c) the main propulsion machinery shall be provided with an emergency stopping device on the navigating bridge which shall be independent of the navigating bridge control system;

(d) propulsion machinery orders from the navigating bridge shall be indicated in the main machinery control room or at the manoeuvring platform as appropriate;

(e) remote control of the propulsion machinery shall be possible from only one location at a time; at such locations interconnected control positions are permitted. At each location there shall be an indicator showing which location is in control of the propulsion machinery. The transfer of control between the navigating bridge and machinery spaces shall be possible only in the main machinery space or the main machinery control room. This system shall include means to prevent the propelling thrust from altering significantly when transferring control from one location to another;

(f) it shall be possible to control the propulsion machinery locally, even in the case of failure in any part of the remote control system;

(g) the design of the remote control system shall be such that in case of its failure an alarm will be given. Unless the Chief Surveyor considers it impracticable the preset speed and direction of thrust of the propeller shall be maintained until local control is in operation;

(h) indicators shall be fitted on the navigating bridge for:

(i) propeller speed and direction of rotation in the case of fixed pitch propellers;

(ii) propeller speed and pitch position in the case of controllable pitch propellers;

(iii) an alarm shall be provided on the navigating bridge and in the machinery space to indicate low starting air pressure which shall be set at a level to permit further main engine starting operations. If the remote control system of the propulsion machinery is designed for automatic starting, the number of automatic consecutive attempts which fail to produce a start shall be limited in order to safeguard sufficient starting air pressure for starting locally.

(3) Where the main propulsion and associated machinery, including sources of main electrical supply, are provided with various degrees of automatic or remote control and are under continuous manual supervision from a control room the arrangements and controls shall be so designed, equipped and installed that the machinery operation will be as safe and effective as if it were under direct supervision; for this purpose clauses 51 to 54 of this Code shall apply as appropriate. Particular consideration shall be given to protect such spaces against fire and flooding.

(4) In general, automatic starting, operational and control systems shall include provisions for manually overriding the automatic controls. Failure of any part of such systems shall not prevent the use of the manual override.