and for life saving appliances. In the event of a separate register boing
extablished in Hong Kong it is possible that the Hong Kong Goverment
might be more vulnerable to pressure to apply lower standardo than at present,
whilst still complying with international obligations. Hong Kong's standarda
could be reduced to a level similar to those of some flag of convenience
countries, which are significantly lower in practice, if not on paper, than
UK standards, with a resultant increase in casualties. If Hong Kong
continued to apply construction and equipment standards for Hong Kong registered
ships similar to those already in force, then shipowners would find little
practical difference from the present situation.
ind
CERTIFICATION AND MANNING
Hong Kong law on certification and manning follows UK law, namely, the master,
first mate, chief engineer, and radio officer serving in Hong Kong rogistered
ships must be certificated through examination at a UK Government approvod
centre in the UK or Commonwealth. These certificates of competency, which may
only be held by British or Commonwealth subjects, are of equivalent standard
to the corresponding UK certificates. This conforms with the Commonwealth
concept of maintaining common safety standards and is a logical arrangement,
having in mind that the Merchant Shipping Act of 1894 permits British shipowners
to transfer the registry of their ships from one British port of registry
to another if they so wish.
Two courses of action appear to be open to the Hong Kong administration, with-
out legislative changes, to meet Mr Pao's wishes:-
1 To recognise cortificates of competency issued by other countries as
mecting the requirements of the Hong Kong law;
2 To issue certificates of competency to foreign nationals to serve as master,
first mate, chief engineer or radio officer on Hong Kong rogistered vegoals.
The first course would have difficulties for the UK not only because it would
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