Navigation (Miscellaneous Equipment) Regulations (Amendment) (Cth)
REGULATIONS UNDER THE NAVIGATION ACT 1912-1973.*
I, THE GOVERNOR-GENERAL of the
Commonwealth of Australia, acting with the advice of the Federal Executive
Council, hereby make the following Regulations under the
Dated this fourth day of June, 1976.
JOHN R. KERR
Governor-General.
By His Excellency’s Command,
PETER NIXON
Minister of State for Transport.
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Amendments of the Navigation (Miscellaneous Equipment) Regulations
“ ‘ closing appliance ’ means a stern, bow or side loading door or similar closing appliance that is designed to prevent, when closed and secured, the entry of water into a ship through a cargo port or similar opening in the stern, bow or side of the ship.”.
“ 15c. A Class I ship or a Class II ship that has a closing appliance shall be fitted with an indicator system consisting of such visual indicators and aural alarms as are required in accordance with the specifications in the Schedule.”.
SCHEDULE Regulation 15c
SPECIFICATIONS FOR INDICATOR SYSTEM FOR A CLASS I SHIP OR A CLASS II SHIP HAVING A CLOSING APPLIANCE
1. In relation to each closing appliance, a ship shall be fitted with such number of sets of visual indicators as is necessary to ensure that—
(a) a set of visual indicators is located in the area from which the ship is normally navigated and is clearly visible to the person engaged in navigating the ship;
(b) a set of visual indicators is located adjacent to the controls for the operation of the closing appliance and is clearly visible to the person engaged in operating the closing appliance; and
* Notified in the
Statutory Rules 1939, No. 54, as amended by Statutory Rules 1963, No. 97; and 1968, No. 36.
Schedule—
(c) where the closing appliance is secured by a power operated securing device—a set of visual indicators is located adjacent to the controls for the operation of the securing device and is clearly visible to the person engaged in operating the controls.
2. (1) Each set of visual indicators shall consist of 2 indicators and shall be clearly and permanently labelled to indicate the closing appliance to which it relates.
(2) Each set of visual indicators shall be clearly and permanently labelled in a manner that indicates that, when one of the indicators is operating, the closing appliance is “ closed and secured ” and that, when the other indicator is operating, the closing appliance is “ unsecured ”.
(3) The indicator that is required to operate when the closing appliance is “ closed and secured ” shall be capable of operating only when the closing appliance is closed and secured.
(4) The indicator that is required to operate when the closing appliance is “ unsecured ” shall be capable of operating only when the closing appliance is open or is closed but not secured.
3. Where a set of visual indicators consists of electric lamps, the lamps shall—
(a) not be capable of being dimmed to an extent that would cause the lamps to be ineffective as indicators; and
(b) not be capable of being extinguished independently of the operation of the indicator system.
4. (1) In relation to each closing appliance, an aural alarm shall be located adjacent to each set of visual indicators that relates to the appliance.
(2) Where 2 or more sets of visual indicators relating to one or more closing appliances are located in close proximity to one another in a single compartment of a ship, the location of one aural alarm in close proximity to those sets of visual indicators shall be sufficient compliance with the requirement of sub-paragraph (1) in relation to each of those sets of visual indicators.
5. Each aural alarm shall be fitted in a manner that ensures that the alarm is incapable of being isolated front the operation of any indicator system of which it forms part.
6. Each aural alarm shall be fitted in a manner that ensures that it will automatically sound for at least 10 seconds when the closing appliance to which it relates ceases to be closed and secured.
7. An aural alarm shall be of a kind that, when sounded, is clearly audible above the maximum sound level that may be expected in the part of the ship in which the alarm is situated when the ship is being prepared for, or is engaged on, a voyage.
8. An aural alarm shall not be fitted with a device that permits the volume or tone of the alarm to be adjusted.
9. Each set of visual indicators and each aural alarm, relating to a closing appliance, shall be actuated by such number of indicator actuators as is required to be fitted to the closing appliance in accordance with paragraph 10 or 11.
10. A closing appliance fitted with power operated securing devices that operate in a fixed pre-determined sequence shall be fitted with at least one indicator actuator.
11. A closing appliance fitted with securing devices that operate otherwise than in a fixed pre-determined sequence shall be fitted with such number (not being less than 2) of widely spaced actuators as is sufficient to indicate whether or not the closing appliance is closed and secured.
12. Where 2 or more indicator actuators are fitted to a closing appliance, those actuators shall be arranged in series to ensure that all of the actuators operate before the sets of visual indicators that relate to the closing appliance indicate that the closing appliance is closed and secured.
13. Cable, piping and other material connecting an indicator actuator to a set of visual indicators or an aural alarm shall be located and protected in a manner designed to prevent mechanical or other damage to the indicator system.
Schedule—
14. Each component of the indicator system shall—
(a) be of a kind that is suitable for use in a marine environment;
(b) be constructed in a manner that will ensure that the operating capability of the component will not be affected by likely changes in temperature or other climatic conditions;
(c) be constructed in a manner that will ensure that the component will be capable of reliable operation over the range of vibrations to which the component is likely to be subjected; and
(d) where the component is likely to be exposed to direct contact with water, be constructed in a manner that will ensure that the operating capability of the component will not be affected by contact with water.
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