Sjöfartsverkets författningssamling
Sjöfartsverkets författningssamling
Sjöfartsverkets föreskrifter och allmänna råd om säkerheten på höghastighetsfartyg
(HSC-koden 2000);
beslutade den 3 oktober 2003.
Sjöfartsverket föreskriver följande med stöd av 2 kap. 1 § fartygssäker- hetsförordningen (2003:438) samt beslutar följande allmänna råd.
1 § Svenska fartyg och utländska fartyg på svenskt sjöterritorium med byggnadsdatum den 1 juli 2002 eller senare skall, för att äga rätt till ett höghastighetsfartygscertifikat, uppfylla koden för höghastighetsfartyg (International Code of Safety for High-Speed Craft, 2000 (HSC-koden 2000)) som antogs av den internationella sjöfartsorganisationen (IMO) den 5 december 2000 genom resolution MSC.97(73) i den utsträckning som anges i koden. Med ett fartygs byggnadsdatum menas det datum då kölen sträckts eller byggnationen av ett specifikt fartyg påbörjats och minst 50 ton eller tre procent av den uppskattade totala massan av fartygsstrukturen sammanfogats.
Den engelska, arabiska, kinesiska, franska, ryska och spanska texten av koden skall ha samma giltighet1. Kodens engelska text finns i bilagan till dessa föreskrifter.
2 § Fartyg i nationell trafik skall, för att äga rätt till ett höghastighets- fartygscertifikat uppfylla dessa föreskrifter.
3 § Ett fartyg som är godkänt enligt ett regelverk i andra medlemsstater inom Europeiska unionen och Europeiska ekonomiska samarbetsområdet jämställs med fartyg som uppfyller kraven i dessa föreskrifter, under förut- sättning att en likvärdig säkerhetsnivå uppnås genom dessa regelverk.
4 § Xxxxx utrustning som installeras på sådana svenska fartyg som omfattas av Sjöfartsverkets föreskrifter (SJÖFS 1999:8) om marin utrustning, skall uppfylla de krav som framgår av de föreskrifterna.
Xxxxx utrustning som installeras på övriga fartyg skall uppfylla de krav som framgår av dessa föreskrifter.
1 Texterna på arabiska, kinesiska, franska, ryska och spanska finns tillgängliga hos IMO.
SJÖFS 2003:12
Utkom från trycket den 29oktober 2003
SFH 1.1
5 § Fartyg som är certifierade i enlighet med dessa föreskrifter anses uppfylla kraven i kapitel I-IV2 och reglerna 18-20 i kapitel V3 i 1974 års internationella konvention om säkerheten för människoliv till sjöss (SOLAS 1974) samt lastlinjekonventionen med tillhörande protokoll 4, 5.
Allmänna råd
Vid ett eventuellt testförfarande i enlighet med regel 2.2.3.2 i HSC-koden 2000 rekommenderas att cirkuläret MSC/Circ.1029, Interim Guidelines for the Conduct of High-Speed Craft ModeTests, tillämpas.
6 § Fartyg som omfattas av dessa föreskrifter och som genomgår repara- tioner, förändringar, modifikationer och utrustas i samband därmed skall efter dessa åtgärder åtminstone efterleva de krav som tidigare gällt för fartyget.
7 § Sjöfartsverket kan, om det finns särskilda skäl, medge undantag från dessa föreskrifter.
Denna författning träder i kraft fyra veckor efter den dag då författningen enligt uppgift på den utkom från trycket i Sjöfartsverkets författningssam- ling.
XXX XXXXXXXXX
Xxxxx Xxxxxxxxxx (Sjöfartsinspektionen)
2 SJÖFS 1980:8, SJÖFS 1981:11, SJÖFS 1984:14, SJÖFS 1985:24, SJÖFS 1986:6,
SJÖFS 1990:3, SJÖFS 1992:5, SJÖFS 1993:3, SJÖFS 1994:12, SJÖFS 1994:17,
SJÖFS 1994:3, SJÖFS 1994:23, SJÖFS 1996:4, SJÖFS 1996:5, SJÖFS 1996:11,
SJÖFS 1997:2, SJÖFS 1997:9, SJÖFS 1997:11, SJÖFS 1997:12, SJÖFS 1999:4,
SJÖFS 1999:9, SJÖFS 1999:11, SJÖFS 1999:17, SJÖFS 2000:10, SJÖFS 2000:8,
SJÖFS 2000:20, SJÖFS 2001:5.
3 SJÖFS 2003:5.
4 SJÖFS 1993:3.
5 MSC/Circ.1028, Application of the International Convention on Load Lines, 1966 and the 1988 Protocol relating thereto, to High Speed Craft.
Utgivare: Xxxxxxx Xxxxxxx, Sjöfartsverket, Norrköping ISSN 0347-531X
Bilaga
ANNEX 5
RESOLUTION MSC.97(73)
(adopted on 5 December 2000)
ADOPTION OF THE INTERNATIONAL CODE OF SAFETY FOR HIGH-SPEED CRAFT, 2000
(2000 HSC Code)
THE MARITIME SAFETY COMMITTEE,
RECALLING Article 28(b) of the Convention on the International Maritime Organization concerning the functions of the Committee,
NOTING the International Code for the Safety of High-Speed Craft (1994 HSC Code) and chapter X of the International Convention for the Safety of Life at Sea (SOLAS), 1974 (hereinafter referred to as "the Convention"), which made the 1994 HSC Code mandatory under the Convention,
RECOGNIZING that development of novel types and sizes of high-speed craft and improvements of maritime safety standards since the adoption of the 1994 HSC Code necessitate the revision of the provisions for the design, construction, equipment and operation of high-speed craft in order to maintain the highest practical level of safety,
NOTING ALSO resolution MSC.99(73) by which it adopted amendments to chapter X of the Convention to make the provisions of the International Code for the Safety of High-Speed Craft, 2000 (2000 HSC Code) mandatory under the Convention for high-speed craft constructed on or after 1 July 2002,
HAVING CONSIDERED, at its seventy-third session, the text of the draft 2000 HSC Code which has been developed following a thorough revision of the 1994 HSC Code,
1. ADOPTS the International Code of Safety for High-Speed Craft, 2000 (2000 HSC Code), the text of which is set out in the Annex to the present resolution;
2. INVITES Contracting Governments to the Convention to note that the 2000 HSC Code will take effect on 1 July 2002 upon entry into force of the amendments to chapter X of the Convention;
3. REQUESTS the Secretary-General to transmit certified copies of the present resolution and the text of the 2000 HSC Code contained in the Annex to all Contracting Governments to the Convention;
4. FURTHER REQUESTS the Secretary-General to transmit copies of this resolution and the Annex to all Members of the Organization which are not Contracting Governments to the Convention.
ANNEX
INTERNATIONAL CODE OF SAFETY FOR HIGH-SPEED CRAFT, 2000
CONTENTS
Preamble
CHAPTER 1 –
GENERAL COMMENT AND REQUIREMENTS
1.1 General comments
1.2 General requirements
1.3 Application
1.4 Definitions
1.5 Surveys
1.6 Approvals
1.7 Maintenance of conditions after survey
1.8 High-Speed Craft Safety Certificate
1.9 Permit to Operate High-Speed Craft
1.10 Control
1.11 Equivalents
1.12 Information to be made available
1.13 Further developments
1.14 Circulation of safety information
1.15 Review of the Code
CHAPTER 2 –
BUOYANCY, STABILITY AND SUBDIVISION
Part A - General
2.1 General
2.2 Intact buoyancy and watertight and weathertight integrity
2.3 Intact stability in the displacement mode
2.4 Intact stability in the non-displacement mode
2.5 Intact stability in the transitional mode
2.6 Buoyancy and stability in the displacement mode following damage
2.7 Inclining and stability information
2.8 Loading and stability assessment
2.9 Marking and recording of the design waterline
Part B - Requirements for passenger craft
2.10 General
2.11 Intact stability in the displacement mode
2.12 Intact stability in the non-displacement mode
2.13 Buoyancy and stability in the displacement mode following damage
2.14 Inclining and stability information
Part C - Requirements for cargo craft
2.15 Buoyancy and stability in the displacement mode following damage
2.16 Inclining
CHAPTER 3 – STRUCTURES
3.1 General
3.2 Materials
3.3 Structural strength
3.4 Cyclic loads
3.5 Design criteria
3.6 Trials
CHAPTER 4 –
ACCOMMODATION AND ESCAPE MEASURES
4.1 General
4.2 Public address and information system
4.3 Design acceleration levels
4.4 Accommodation design
4.5 Seating construction
4.6 Safety belts
4.7 Exits and means of escape
4.8 Evacuation time
4.9 Baggage, stores, shops and cargo compartments
4.10 Noise levels
4.11 Protection of the crew and passengers
CHAPTER 5 –
DIRECTIONAL CONTROL SYSTEMS
5.1 General
5.2 Reliability
5.3 Demonstrations
5.4 Control position
CHAPTER 6 –
ANCHORING, TOWING AND BERTHING
6.1 General
6.2 Anchoring
6.3 Towing
6.4 Berthing
CHAPTER 7 – FIRE SAFETY
Part A - General
7.1 General requirements
7.2 Definitions
7.3 Classification of space use
7.4 Structural fire protection
7.5 Fuel and other flammable fluid tanks and systems
7.6 Ventilation
7.7 Fire detection and extinguishing systems
7.8 Protection of special-category spaces and ro-ro spaces
7.9 Miscellaneous
7.10 Firefighter's outfits
Part B - Requirements for passenger craft
7.11 Arrangement
7.12 Ventilation
7.13 Fixed sprinkler system
Part C - Requirements for cargo craft
7.14 Control station
7.15 Cargo spaces
7.16 Fixed sprinkler system
Part D - Requirements for craft and cargo spaces intended for the carriage of dangerous goods
7.17 General
CHAPTER 8 –
LIFE-SAVING APPLIANCES AND ARRANGEMENTS
8.1 General and definitions
8.2 Communications
8.3 Personal life-saving appliances
8.4 Muster list, emergency instructions and manuals
8.5 Operating instructions
8.6 Survival craft stowage
8.7 Survival craft and rescue boat embarkation and recovery arrangements
8.8 Line-throwing appliance
8.9 Operational readiness, maintenance and inspections
8.10 Survival craft and rescue boats
CHAPTER 9 – MACHINERY
Part A - General
9.1 General
9.2 Engine (general)
9.3 Gas turbines
9.4 Diesel engines for main propulsion and essential auxiliaries
9.5 Transmissions
9.6 Propulsion and lift devices
Part B - Requirements for passenger craft
9.7 Independent means of propulsion for category B craft
9.8 Means to return to a port of refuge for category B craft
Part C - Requirements for cargo craft
9.9 Essential machinery and control
CHAPTER 10 – AUXILIARY SYSTEM
Part A - General
10.1 General
10.2 Arrangement of oil fuel, lubricating oil and other flammable oil
10.3 Bilge pumping and drainage systems
10.4 Ballast systems
10.5 Cooling systems
10.6 Engine air intake systems
10.7 Ventilation systems
10.8 Exhaust systems
Part B - Requirements for passenger craft
10.9 Bilge pumping and drainage systems
Part C - Requirements for cargo craft
10.10 Bilge pumping systems
CHAPTER 11 – REMOTE CONTROL, ALARM AND SAFETY SYSTEMS
Part A - General
11.1 Definitions
11.2 General
11.3 Emergency controls
11.4 Alarm system
11.5 Safety system
CHAPTER 12 – ELECTRICAL INSTALLATIONS
Part A - General
12.1 General
12.2 Main source of electrical power
12.3 Emergency source of electrical power
12.4 Starting arrangements for emergency generating sets
12.5 Steering and stabilization
12.6 Precautions against shock, fire and other hazards of electrical origin
Part B - Requirements for passenger craft
12.7 General
Part C - Requirements for cargo craft
12.8 General
CHAPTER 13 – NAVIGATIONAL EQUIPMENT
13.1 Navigation (general)
13.2 Compasses
13.3 Speed and distance measurement
13.4 Echo-sounding device
13.5 Radar installations
13.6 Electronic positioning systems
13.7 Rate-of-turn indicator and rudder angle indicator
13.8 Other navigational aids
13.9 Searchlight
13.10 Night vision equipment
13.11 Steering arrangement and propulsion indicators
13.12 Automatic steering aid (automatic pilot equipment)
13.13 Performance standards
CHAPTER 14 – RADIOCOMMUNICATIONS
14.1 Application
14.2 Terms and definitions
14.3 Exemptions
14.4 Global Maritime Distress and Safety Identities
14.5 Functional requirements
14.6 Radio installations
14.7 Radio equipment: general
14.8 Radio equipment: sea area A1
14.9 Radio equipment: sea areas A1 and A2
14.10 Radio equipment: sea areas A1, A2 and A3
14.11 Radio equipment: sea areas A1, A2, A3 and A4
14.12 Watches
14.13 Sources of energy
14.14 Performance standards
14.15 Maintenance requirements
14.16 Radio personnel
14.17 Radio records
14.18 Position-updating
CHAPTER 15 –
OPERATING COMPARTMENT LAYOUT
15.1 Definitions
15.2 General
15.3 Field of vision from the operating compartment
15.4 Operating compartment
15.5 Instruments and chart table
15.6 Lighting
15.7 Windows
15.8 Communication facilities
15.9 Temperature and ventilation
15.10 Colours
15.11 Safety measures
CHAPTER 16 - STABILIZATION SYSTEMS
16.1 Definitions
16.2 General requirements
16.3 Lateral and height control systems
16.4 Demonstrations
CHAPTER 17 - HANDLING, CONTROLLABILITY AND PERFORMANCE
17.1 General
17.2 Proof of compliance
17.3 Weight and centre of gravity
17.4 Effect of failures
17.5 Controllability and manoeuvrability
17.6 Change of operating surface and mode
17.7 Surface irregularities
17.8 Acceleration and deceleration
17.9 Speeds
17.10 Minimum depth of water
17.11 Hard structure clearance
17.12 Night operation
CHAPTER 18 - OPERATIONAL REQUIREMENTS
Part A - General
18.1 Craft operational control
18.2 Craft documentation
18.3 Training and qualifications
18.4 Xxxxxxx of survival craft and supervision
18.5 Emergency instructions and drills
Part B - Requirements for passenger craft
18.6 Type rating training
18.7 Emergency instructions and drills
Part C - Requirements for cargo craft
18.8 Type rating training
CHAPTER 19 - INSPECTION AND MAINTENANCE REQUIREMENTS
Annex 1 Form of High-Speed Craft Safety Certificate and Record of Equipment
Annex 2 Form of Permit to Operate High-Speed Craft
Annex 3 Use of probability concept
Annex 4 Procedures for failure mode and effects analysis Annex 5 Ice accretion applicable to all types of craft Annex 6 Stability of hydrofoil craft
Annex 7 Stability of multihull craft
Annex 8 Stability of monohull craft
Annex 9 Definitions, requirements and compliance criteria related to operational and safety performance
Annex 10 Criteria for testing and evaluation of revenue and crew seats
Annex 11 Open reversible liferafts
INTERNATIONAL CODE OF SAFETY FOR HIGH-SPEED CRAFT, 2000
Preamble
1 The international conventions ratified in respect of conventional ships and the regulations applied as a consequence of such conventions have largely been developed having in mind the manner in which conventional ships are constructed and operated. Traditionally, ships have been built of steel and with the minimum of operational controls. The requirements for ships engaged on long international voyages are therefore framed in such a way that, providing the ship is presented for survey and a Ship Safety Certificate is issued, the ship may go anywhere in the world without any operational restrictions being imposed. Providing the ship is not involved in a casualty, all that is needed is that it is made available to the Administration for the purpose of a satisfactory resurvey before the Ship Safety Certificate expires and the Certificate will be reissued.
2 The traditional method of regulating ships should not be accepted as being the only possible way of providing an appropriate level of safety. Nor should it be assumed that another approach, using different criteria, could not be applied. Over a long period of time, numerous new designs of marine vehicles have been developed and have been in service. While these do not fully comply with the provisions of the international conventions relating to conventional ships built of steel, they have demonstrated an ability to operate at an equivalent level of safety when engaged on restricted voyages under restricted operational weather conditions and with approved maintenance and supervision schedules.
3 The High-Speed Craft Code 1994 (1994 HSC Code) was derived from the previous Code of Safety for Dynamically Supported Craft (DSC Code) adopted by IMO in 1977, recognizing that safety levels can be significantly enhanced by the infrastructure associated with regular service on a particular route, whereas the conventional ship safety philosophy relies on the ship being self-sustaining with all necessary emergency equipment being carried on board.
4 The safety philosophy of this Code is based on the management and reduction of risk as well as the traditional philosophy of passive protection in the event of an accident. Management of risk through accommodation arrangement, active safety systems, restricted operation, quality management and human factors engineering should be considered in evaluating safety equivalent to current conventions. Application of mathematical analysis should be encouraged to assess risk and determine the validity of safety measures.
5 This Code takes into account that a high-speed craft is of a light displacement compared with a conventional ship. This displacement aspect is the essential parameter to obtain fast and competitive sea transportation and consequently this Code allows for use of non-conventional shipbuilding
materials, provided that a safety standard at least equivalent to conventional ships is achieved.
6 To clearly distinguish such craft, criteria based on speed and volumetric Froude number have been used to delineate those craft to which this Code applies from other, more conventional, craft.
7 The Code requirements also reflect the additional hazards which may be caused by the high speed compared with conventional ship transportation. Thus, in addition to the normal requirements (including life- saving appliances, evacuation facilities, etc.) provided in case of an accident occurring, further emphasis is placed on reducing the risk of hazardous situations arising. Some advantages result from the high-speed craft concept, i.e. the light displacement provides a large reserve buoyancy in relation to displacement, reducing the hazards addressed by the International Convention on Load Lines, 1966. The consequences of other hazards, such as of collision at high speed, are balanced by more stringent navigational and operational requirements and specially developed accommodation provisions.
8 The above-mentioned safety concepts were originally reflected in the DSC Code and in the 1994 HSC Code. The development of novel types and sizes of craft has led to the development of pressures within the maritime industry for craft which are not dynamically supported cargo craft or passenger craft carrying larger numbers of passenger or operating further afield than permitted by that Code to be certified according to those concepts. Additionally, improvements of maritime safety standards since 1994 were required to be reflected in the revisions of the 1994 HSC Code to maintain safety equivalence with conventional ships.
9 Accordingly, two differing principles of protection and rescue were embodied in the 1994 HSC Code.
10 The first of these recognizes the craft which were originally foreseen at the time of development of the DSC Code. Where rescue assistance is readily available and the total number of passengers is limited, a reduction in passive and active protection may be permitted. Such craft are called "assisted craft" and form the basis for "category A passenger craft" of this Code.
11 The second concept recognizes the further development of high- speed craft into larger craft. Where rescue assistance is not readily available or the number of passengers is unlimited, additional passive and active safety precautions are required. These additional requirements provide for an area of safe refuge on board, redundancy of vital systems, increased watertight and structural integrity and full fire-extinguishing capability. Such craft are called "unassisted craft" and form the basis for "cargo craft" and "category B passenger craft" of this Code.
12 These two concepts have been developed as a unified document on the basis that an equivalent level of safety to that normally expected on
ships complying with the International Convention for the Safety of Life at Sea, 1974 is achieved. Where the application of new technology or design indicates an equivalent safety level to the strict application of this Code, the Administration is permitted to formally recognize such equivalence.
13 It is important that an Administration, in considering the suitability of a high-speed craft under this Code, should apply all sections of the Code because non-compliance with any part of the Code could result in an imbalance which would adversely affect the safety of the craft, passengers and crew. For a similar reason, modifications to existing craft, which may have an effect on safety, should be approved by the Administration.
14 In developing this Code, it has been considered desirable to ensure that high-speed craft do not impose unreasonable demands on existing users of the environment or conversely suffer unnecessarily through lack of reasonable accommodation by existing users. Whatever burden of compatibility there is, it should not necessarily be laid wholly on the high- speed craft.
15 Paragraph 1.15.1 of the 1994 HSC Code states that it should be reviewed by the Organization at intervals preferably not exceeding 4 years to consider revision of existing requirements to take account of new developments in design and technology. Experience gained with the application of the 1994 HSC Code since it entered into force in 1996 has led to the recognition that it needed to be revised and updated. Subsequent work in the Organization has resulted in the development of the present Code to ensure that safety is not compromised as a result of continuous introduction of state-of-the-art technology and innovative developments into the new and generally much larger and faster high-speed craft.
CHAPTER 1
GENERAL COMMENTS AND REQUIREMENTS
1.1 General Comments
This Code shall be applied as a complete set of comprehensive requirements. It contains requirements for the design and construction of high-speed craft engaged on international voyages, the equipment which shall be provided and the conditions for their operation and maintenance. The basic aim of the Code is to set levels of safety which are equivalent to those of conventional ships required by the International Convention for the Safety of Life at Sea, 1974, as amended, (SOLAS Convention) and the International Convention on Load Lines, 1966, (Load Line Convention) by the application of constructional and equipment standards in conjunction with strict operational controls.*
1.2 General requirements
The application of the provisions of this Code is subject to the following general requirements that:
.1 the Code will be applied in its entirety;
.2 the management of the company operating the craft exercises strict control over its operation and maintenance by a quality-management system**;
.3 the management ensures that only persons qualified to operate the specific type of craft used on the intended route are employed;
.4 the distances covered and the worst intended conditions in which high-speed craft operations are permitted will be restricted by the imposition of operational limits;
.5 the craft will at all times be in reasonable proximity to a place of refuge, having due regard to the provisions of 1.3.4;
.6 adequate communications facilities, weather forecasts and maintenance facilities are available within the area of craft operation;
* Refer to MSC/Circ.652 on Application of the 1966 LL Convention to high- speed craft.
** Refer to the International Safety Management (ISM) Code adopted by the Organization by resolution A.741(18), as may be amended.
.7 in the intended area of operation suitable rescue facilities will be readily available;
.8 areas of high fire risk, such as machinery spaces and special category spaces, are protected with fire-resistant materials and fire-extinguishing systems to ensure, as far as is practicable, containment and rapid extinguishing of fire;
.9 efficient facilities are provided for the rapid and safe evacuation of all persons into survival craft;
.10 all passengers and crew are provided with seats;
.11 no enclosed sleeping berths for passengers are provided.
1.3 Application
1.3.1 This Code applies to high speed craft as specified in 1.3.4 engaged in international voyages the keels of which are laid or which are at a similar stage of construction on or after 1 July 2002.
1.3.2 For the purpose of this Code, the term "a similar stage of construction" means the stage at which:
.1 construction identifiable with a specific craft begins; and
.2 assembly of that craft has commenced comprising at least 50 tonnes or three per cent of the estimated mass of all material used in the structure, including superstructure and deckhouse, whichever is less.
1.3.3 For the purpose of this Code :
.1 the expression "craft constructed" means craft the keels of which are laid or which are at a similar stage of construction; and
.2 a cargo craft, whenever built, which is converted to a passenger craft shall be treated as a passenger craft constructed on the date on which such a conversion commences.
1.3.4 This Code applies to:
.1 passenger craft which do not proceed in the course of their voyage more than four hours at operational speed from a place of refuge; and
.2 cargo craft of 500 gross tonnage and upwards which do not proceed in the course of their voyage more than 8 h at operational speed from a place of refuge when fully laden.
1.3.5 This Code, unless expressly provided otherwise, does not apply to:
.1 craft of war and troopcraft;
.2 craft not propelled by mechanical means;
.3 wooden craft of primitive build;
.4 pleasure craft not engaged in trade; and
.5 fishing craft.
1.3.6 This Code does not apply to craft solely navigating the Great Lakes of North America and the River St. Xxxxxxxx as far east as a straight line drawn from Cap des Rosiers to West Point, Anticosti Island and, on the north side of Anticosti Island, the 63rd meridian.
1.3.7 The application of this Code shall be verified by the Administration and be acceptable to the Governments of the States to which the craft will be operating.
1.4 Definitions
For the purpose of this Code, unless expressly provided otherwise, the terms used therein have the meanings defined in the following paragraphs. Additional definitions are given in the general parts of the various chapters.
1.4.1 "Administration" means the Government of the State whose flag the craft is entitled to fly.
1.4.2 "Air-cushion vehicle (ACV)" is a craft such that the whole or a significant part of its weight can be supported, whether at rest or in motion, by a continuously generated cushion of air dependent for its effectiveness on the proximity of the surface over which the craft operates.
1.4.3 "Anniversary date" means the day and the month of each year which will correspond to the date of expiry of the relevant certificate.
1.4.4 "Assembly station" is an area where passengers can be gathered in the event of an emergency, given instructions and prepared to abandon the craft, if necessary. The passenger spaces may serve as assembly stations if all passengers can be instructed there and prepared to abandon the craft.
1.4.5 "Auxiliary machinery spaces" are spaces containing internal combustion engines of power output up to and including 110 kW driving
generators, sprinkler, drencher or fire pumps, bilge pumps, etc., oil filling stations, switchboards of aggregate capacity exceeding 800 kW, similar spaces and trunks to such spaces.
1.4.6 "Auxiliary machinery spaces having little or no fire risk" are spaces such as refrigerating, stabilizing, ventilation and air conditioning machinery, switchboards of aggregate capacity 800 kW or less, similar spaces and trunks to such spaces.
1.4.7 "Base port" is a specific port identified in the route operational manual and provided with:
.1 appropriate facilities providing continuous radio communications with the craft at all times while in ports and at sea;
.2 means for obtaining a reliable weather forecast for the corresponding region and its due transmission to all craft in operation;
.3 for a category A craft, access to facilities provided with appropriate rescue and survival equipment; and
.4 access to craft maintenance services with appropriate equipment.
1.4.8 "Base port State" means the State in which the base port is located.
1.4.9 "Breadth (B)" means breath of the broadest part of the moulded watertight envelope of the rigid hull, excluding appendages, at or below the design waterline in the displacement mode with no lift or propulsion machinery active.
1.4.10 "Cargo craft" is any high-speed craft other than passenger craft, and which is capable of maintaining the main functions and safety systems of unaffected spaces, after damage in any one compartment on board.
1.4.11 "Cargo spaces" are all spaces other than special category spaces and ro-ro spaces used for cargo and trunks to such spaces. For the purposes of Chapter 7, part D, "cargo spaces" include ro-ro spaces, special category spaces and open deck spaces.
1.4.12 "Category A craft" is any high-speed passenger craft:
.1 operating on a route where it has been demonstrated to the satisfaction of the flag and port States that there is a high probability that in the event of an evacuation at any point of the route, all passengers and crew can be rescued safely within the least of:
- the time to prevent persons in survival craft from exposure causing hypothermia in the worst intended conditions,
- the time appropriate with respect to environmental conditions and geographical features of the route, or
- 4 hours; and
.2 carrying not more than 450 passengers.
1.4.13 "Category B craft" is any high-speed passenger craft other than a category A craft, with machinery and safety systems arranged such that, in the event of any essential machinery and safety systems in any one compartment being disabled, the craft retains the capability to navigate safely. The damage scenarios considered in chapter 2 should not be inferred in this respect.
1.4.14 "Company" means the company as defined in chapter IX of the Convention.
1.4.15 "Continuously manned control station" is a control station which is continuously manned by a responsible member of the crew while the craft is in normal service.
1.4.16 "Control stations" are those spaces in which the craft's radio or navigating equipment or the emergency source of power and emergency switchboard are located, or where the fire recording or fire control equipment is centralized, or where other functions essential to the safe operation of the craft such as propulsion control, public address, stabilization systems, etc., are located.
1.4.17 "Convention" means the International Convention for the Safety of Life at Sea, 1974, as amended.
1.4.18 "Crew accommodation" are those spaces allocated for the use of the crew, and include cabins, sick bays, offices, lavatories, lounges and similar spaces.
1.4.19 "Critical design conditions" means the limiting specified conditions, chosen for design purposes, which the craft shall keep in displacement mode. Such conditions shall be more severe than the "worst intended conditions" by a suitable margin to provide for adequate safety in the survival condition.
1.4.20 "Datum" means a watertight deck or equivalent structure of a non- watertight deck covered by a weathertight structure of adequate strength to maintain the weathertight integrity and fitted with weathertight closing appliances.
1.4.21 "Design waterline" means the waterline corresponding to the maximum operational weight of the craft with no lift or propulsion machinery active and is limited by the requirements of chapters 2 and 3.
1.4.22 "Displacement mode" means the regime, whether at rest or in motion, where the weight of the craft is fully or predominantly supported by hydrostatic forces.
1.4.23 "Failure Mode and Effect Analysis (FMEA)" is an examination, in accordance with annex 4, of the craft's system and equipment to determine whether any reasonably probable failure or improper operation can result in a hazardous or catastrophic effect.
1.4.24 "Fire Test Procedures Code (FTP Code)" means the International Code for Application of Fire Test Procedures, as defined in chapter II-2 of the Convention.
1.4.25 "Flap" means an element formed as integrated part of, or an extension of, a foil, used to adjust the hydrodynamic or aerodynamic lift of the foil.
1.4.26 "Flashpoint" means a flashpoint determined by a test using the closed-cup apparatus referenced in the International Maritime Dangerous Goods (IMDG) Code.
1.4.27 "Foil" means a profiled plate or three dimensional construction at which hydrodynamic lift is generated when the craft is under way.
1.4.28 "Fully submerged foil" means a foil having no lift components piercing the surface of the water in the foil-borne mode.
1.4.29 "Galleys" are those enclosed spaces containing cooking facilities with exposed heating surfaces, or which have any cooking or heating appliances each having a power of more than 5 kW.
1.4.30 "High-speed craft" is a craft capable of maximum speed, in metres per second (m/s), equal to or exceeding:
3.7 ∇ 0.1667
where:
∇ = volume of displacement corresponding to the design
waterline (m3)
excluding craft the hull of which is supported completely clear above the water surface in non-displacement mode by aerodynamic forces generated by ground effect.
1.4.31 "Hydrofoil craft" is a craft the hull of which is supported completely clear above the water surface in non-displacement mode by hydrodynamic forces generated on foils.
1.4.32 "Length (L)" means the overall length of the underwater watertight envelope of the rigid hull, excluding appendages, at or below the design waterline in the displacement mode with no lift or propulsion machinery active.
1.4.33 "Lightweight" is the displacement of the craft in tonnes without cargo, fuel, lubricating oil, ballast water, fresh water and feedwater in tanks, consumable stores, passengers and crew and their effects.
1.4.34 "Life-Saving Appliances Code (LSA Code)" means the International Life-Saving Appliance Code as defined in chapter III of the Convention.
1.4.35 "Machinery spaces" are spaces containing internal combustion engines with aggregate total power output of more than 110 kW, generators, oil fuel units, propulsion machinery, major electrical machinery and similar spaces and trunks to such spaces.
1.4.36 "Maximum operational weight" means the overall weight up to which operation in the intended mode is permitted by the Administration.
1.4.37 "Maximum speed" is the speed achieved at the maximum continuous propulsion power for which the craft is certified at maximum operational weight and in smooth water.
1.4.38 "Non-displacement mode" means the normal operational regime of a craft when non-hydrostatic forces substantially or predominantly support the weight of the craft.
1.4.39 "Oil fuel unit" includes any equipment for the preparation of oil fuel and delivery of oil fuel, heated or not, to boilers and engines (including gas turbines) at a pressure of more than 0,18 N/mm2.
1.4.40 "Open ro-ro spaces" are those ro-ro spaces:
.1 to which any passengers carried have access; and
.2 either:
.2.1 are open at both ends; or
.2.2 have an opening at one end and are provided with permanent openings distributed in the side plating or deckhead or from above, having a total area of at least 10% of the total area of the space sides.
1.4.41 "Operating limitations" means the craft limitations in respect of handling, controllability and performance and the craft operational procedures within which the craft is to operate.
1.4.42 "Operating compartment" means the enclosed area from which the navigation and control of the craft is exercised.
1.4.43 "Operating station" means a confined area of the operating compartment equipped with necessary means for navigation, manoeuvring and communication, and from where the functions of navigating, manoeuvring, communication, commanding, conning and lookout are carried out.
1.4.44 "Operational speed" is 90% of maximum speed.
1.4.45 "Organization" means the International Maritime Organization.
1.4.46 "Passenger" is every person other than:
.1 the master and members of the crew or other persons employed or engaged in any capacity on board a craft on the business of that craft; and
.2 a child under one year of age.
1.4.47 "Passenger craft" is a craft which carries more than twelve passengers.
1.4.48 "Place of refuge" is any naturally or artificially sheltered area which may be used as a shelter by a craft under conditions likely to endanger its safety.
1.4.49 "Public spaces" are those spaces allocated for the passengers and include bars, refreshment kiosks, smoke rooms, main seating areas, lounges, dining rooms, recreation rooms, lobbies, lavatories and similar spaces, and may include sales shops.
1.4.50 "Refreshment kiosks" are those spaces which are not enclosed, serving refreshments and containing food warming equipment having a total power of 5 kW or less and with an exposed heating surface temperature not above 150ºC.
1.4.51 "Ro-ro craft" is a craft fitted with one or more ro-ro spaces.
1.4.52 "Ro-ro spaces" are spaces not normally subdivided in any way and normally extending to either a substantial length or the entire length of the craft in which motor vehicles with fuel in their tanks for their own propulsion and/or 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.
1.4.53 "Service spaces" are those enclosed spaces used for pantries containing food warming equipment but no cooking facilities with exposed
heating surfaces, lockers, sales shops, store-rooms and enclosed baggage rooms.
1.4.54 "Significant wave height" is the average height of the one third highest observed wave heights over a given period.
1.4.55 "Special category spaces" are those enclosed ro-ro spaces to which passengers have access. Special category spaces may be accommodated on more than one deck provided that the total overall clear height for vehicles does not exceed 10 m.
1.4.56 "Surface-effect ship" (SES) is an air-cushion vehicle whose cushion is totally or partially retained by permanently immersed hard structures.
1.4.57 "Transitional mode" means the regime between displacement and non-displacement modes.
1.4.58 "Watertight" in relation to a structure means capable of preventing the passage of water through the structure in any direction under the head of water likely to occur in the intact or damaged condition.
1.4.59 "Weather deck" is a deck which is completely exposed to the weather from above and from at least two sides.
1.4.60 "Weathertight" means that water will not penetrate into the craft in any wind and wave conditions up to those specified as critical design conditions.
1.4.61 "Worst intended conditions" means the specified environmental conditions within which the intentional operation of the craft is provided for in the certification of the craft. This shall take into account parameters such as the worst conditions of wind force allowable, significant wave height (including unfavourable combinations of length and direction of waves), minimum air temperature, visibility and depth of water for safe operation and such other parameters as the Administration may require in considering the type of craft in the area of operation.
1.5 Surveys
1.5.1 Each craft shall be subject to the surveys specified below:
.1 an initial survey before the craft is put in service or before the Certificate is issued for the first time;
.2 a renewal survey at intervals specified by the Administration but not exceeding 5 years except where
1.8.5 or 1.8.10 is applicable;
.3 a periodical survey within three months before or after each anniversary date of the Certificate; and
.4 an additional survey as the occasion arises.
1.5.2 The surveys referred to in 1.5.1 shall be carried out as follows:
.1 the initial survey shall include:
.1.1 an appraisal of the assumptions made and limitations proposed in relation to loadings, environment, speed and manoeuvrability;
.1.2 an appraisal of the data supporting the safety of the design, obtained, as appropriate, from calculations, tests and trials;
.1.3 a failure mode and effect analysis as required by this Code;
.1.4 an investigation into the adequacy of the various manuals to be supplied with the craft; and
.1.5 a complete inspection of the structure, safety equipment, radio installations and other equipment, fittings, arrangements and materials to ensure that they comply with the requirements of the Code, are in satisfactory condition and are fit for the service for which the craft is intended;
.2 the renewal and periodical surveys shall include a complete inspection of the structure, including the outside of the craft's bottom and related items, safety equipment, radio installations and other equipment as referred to in 1.5.2.1 to ensure that they comply with the requirements of the Code, are in satisfactory condition and are fit for the service for which the craft is intended. The inspection of the craft's bottom shall be conducted with the craft out of the water under suitable conditions for close-up examination of any damaged or problem areas; and
.3 an additional survey, either general or partial according to the circumstances, shall be made after a repair resulting from investigations prescribed in 1.7.3, or wherever any important repairs or renewals are made. The survey shall be such as to ensure that the necessary repairs or renewals have been effectively made, that the material and workmanship of such repairs or renewals are in all respects satisfactory, and that the craft complies in all respects with the requirements of the Code.
1.5.3 The periodical surveys referred to in 1.5.1.3 shall be endorsed on the High-Speed Craft Safety Certificate.
1.5.4 The inspection and survey of the craft, so far as regards the enforcement of the provisions of the Code, shall be carried out by officers of the Administration. The Administration may, however, entrust the inspections and surveys either to surveyors nominated for the purpose or to organizations recognized by it.
1.5.5 An Administration nominating surveyors or recognizing organizations to conduct inspections and surveys as set forth in 1.5.4 shall, as a minimum, empower any nominated surveyor or recognized organization to:
.1 require repairs to a craft; and
.2 carry out inspections and surveys if requested by the appropriate authorities of a port State.
The Administration shall notify the Organization of the specific responsibilities and conditions of the authority delegated to nominated surveyors or recognized organizations.
1.5.6 When a nominated surveyor or recognized organization determines that the condition of the craft or its equipment does not correspond substantially with the particulars of the Certificate or is such that the craft is not fit to operate without danger to the craft or persons on board, the surveyor or organization shall immediately ensure that corrective action is taken and shall, in due course, notify the Administration. If such corrective action is not taken, the Certificate shall be withdrawn and the Administration shall be notified immediately; and, if the craft is in an area under the jurisdiction of another Government, the appropriate authorities of the port State shall be notified immediately. When an officer of the Administration, a nominated surveyor or a recognized organization has notified the appropriate authorities of the port State, the Government of the port State concerned shall give such officer, surveyor or organization any necessary assistance to carry out their obligations under this section. When applicable, the Government of the port State concerned shall ensure that the craft shall not continue to operate until it can do so without danger to the craft or the persons on board.
1.5.7 In every case, the Administration shall fully guarantee the completeness and efficiency of the inspection and survey, and shall undertake to ensure the necessary arrangements to satisfy this obligation.
1.6 Approvals
The owner of a craft shall accept the obligation to supply sufficient information to enable the Administration to fully assess the features of the design. It is strongly recommended that the Company and the
Administration and, where appropriate, the port State or States shall commence discussions at the earliest possible stage so that the Administration may fully evaluate the design in determining what additional or alternative requirements shall be applied to the craft, to achieve the required level of safety.
1.7 Maintenance of conditions after survey
1.7.1 The condition of the craft and its equipment shall be maintained to conform with the provisions of this Code to ensure that the craft in all respects will remain fit to operate without danger to the craft or the persons on board.
1.7.2 After any survey of the craft under section 1.5 has been completed, no change shall be made to structure, equipment, fittings, arrangements and materials covered by the survey, without the sanction of the Administration.
1.7.3 Whenever an accident occurs to a craft or a defect is discovered, either of which affects the safety of the craft or the efficiency or completeness of structure, equipment, fittings, arrangements and materials, the person in charge or owner of the craft shall report at the earliest opportunity to the Administration, the nominated surveyor or recognized organization responsible, who shall cause investigations to be initiated to determine whether a survey, as required by section 1.5, is necessary. If the craft is in an area under the jurisdiction of another Government, the person in charge or the owner shall also report immediately to the appropriate authorities of the port State and the nominated surveyor or recognized organization shall ascertain that such a report has been made.
1.8 High-Speed Craft Safety Certificate
1.8.1 A Certificate called a High-Speed Craft Safety Certificate is issued after completion of an initial or renewal survey to a craft which complies with the requirements of the Code. The Certificate shall be issued or endorsed either by the Administration or by any person or organization recognized by it. In every case, that Administration assumes full responsibility for the Certificate.
1.8.2 A Contracting Government to the Convention may, at the request of the Administration, cause a craft to be surveyed and, if satisfied that the requirements of the Code are compiled with, shall issue or authorise the issue of a Certificate to the craft and, where appropriate, endorse or authorise the endorsement of a Certificate on the craft in accordance with the Code. Any Certificate so issued shall contain a statement to the effect that it has been issued at the request of the Government of the State the flag of which the craft is entitled to fly, and it shall have the same force and receive the same recognition as a Certificate issued under 1.8.1.
1.8.3 The Certificate shall be that of the model given in the annex 1 to the Code. If the language used is not English, French or Spanish, the text shall include a translation into one of these languages.
1.8.4 The High-Speed Craft Safety Certificate shall be issued for a period specified by the Administration which shall not exceed 5 years.
1.8.5 Notwithstanding the requirements of 1.8.4, when the renewal survey is completed within three months before the expiry date of the existing Certificate, the new Certificate shall be valid from the date of completion of the renewal survey to a date not exceeding 5 years from the date of expiry of the existing Certificate.
1.8.6 When the renewal survey is completed after the expiry date of the existing Certificate, the new Certificate shall be valid from the date of completion of the renewal survey to a date not exceeding 5 years from the date of expiry of the existing Certificate.
1.8.7 When the renewal survey is completed more than 3 months before the expiry date of the existing Certificate, the new Certificate shall be valid from the date of completion of the renewal survey to a date not exceeding 5 years from the date of completion of the renewal survey.
1.8.8 If a Certificate is issued for a period of less than 5 years, the Administration may extend the validity of the Certificate beyond the expiry date to the maximum period specified in 1.8.4, provided that the surveys when a Certificate is issued for a period of 5 years are carried out.
1.8.9 If a renewal survey has been completed and a new Certificate cannot be issued or placed on board the craft before the expiry date of the existing Certificate, the person or organization authorized by the Administration may endorse the existing Certificate and such a Certificate shall be accepted as valid for a further period which shall not exceed 5 months from the expiry date.
1.8.10 If a craft, at the time when a Certificate expires, is not in the place in which it is to be surveyed, the Administration may extend the period of validity of the Certificate but this extension shall be granted only for the purpose of allowing the craft to proceed to the place in which it is to be surveyed, and then only in cases where it appears proper and reasonable to do so. No Certificate shall be extended for a period longer than one month, and a craft to which an extension is granted shall not, on its arrival in the place in which it is to be surveyed, be entitled by virtue of such extension to leave that place without having a new Certificate. When the renewal survey is completed, the new Certificate shall be valid to a date not exceeding 5 years from the date of expiry of the existing Certificate before the extension was granted.
1.8.11 In special circumstances, as determined by the Administration, a new Certificate need not be dated from the date of expiry of the existing Certificate as required by 1.8.6 or 1.8.10. In these circumstances, the new
Certificate shall be valid to a date not exceeding 5 years from the date of completion of the renewal survey.
1.8.12 If a periodical survey is completed before the period specified in section 1.5 then:
.1 the anniversary date shown on the relevant Certificate shall be amended by endorsement to a date which shall not be more than 3 months later than the date on which the survey was completed;
.2 the subsequent periodical survey required by section 1.5 shall be completed at the intervals prescribed by 1.5 using the new anniversary date; and
.3 the expiry date may remain unchanged provided one or more periodical surveys are carried out so that the maximum intervals between the surveys prescribed by
1.5.1.3 are not exceeded;
1.8.13 A Certificate issued under 1.8.1 or 1.8.2 shall cease to be valid in any of the following cases:
.1 if the relevant surveys are not completed with the periods specified in 1.5.1;
.2 if the Certificate is not endorsed in accordance with 1.5.3;
.3 upon transfer of the craft to the flag of another State. A new Certificate shall only be issued when the Government issuing the new Certificate is fully satisfied that the craft is in compliance with the requirements of
1.7.1 and 1.7.2. In the case of a transfer between Governments that are Contracting Governments to the Convention if requested within 3 months after the transfer has taken place, the Government of the State whose flag the craft was formerly entitled to fly shall, as soon as possible, transmit to the Administration a copy of the Certificate carried by the craft before the transfer and, if available, copies of the relevant survey reports.
1.8.14 The privileges of the Code may not be claimed in favour of any craft unless it holds a valid Certificate.
1.9 Permit to Operate High-Speed Craft
1.9.1 The craft shall not operate commercially unless a Permit to Operate High-Speed Craft is issued and valid in addition to the High-Speed
Craft Safety Certificate. Transit voyage without passengers or cargo may be undertaken without the Permit to Operate High-Speed Craft.
1.9.2 The Permit to Operate High-Speed Craft shall be issued by the Administration to certify compliance with 1.2.2 to 1.2.7 and stipulate conditions of the operation of the craft and drawn up on the basis of the information contained in the route operational manual specified in chapter 18 of this Code.
1.9.3 Before issuing the Permit to Operate, the Administration shall consult with each port State to obtain details of any operational conditions associated with operation of the craft in that State. Any such conditions imposed shall be shown by the Administration on the Permit to Operate and included in the route operational manual.
1.9.4 A port State may inspect the craft and audit its documentation for the sole purpose of verifying its compliance with the matters certified by and conditions associated with the Permit to Operate. Where deficiencies are shown by such an audit, the Permit to Operate ceases to be valid until such deficiencies are corrected or otherwise resolved.
1.9.5 The provisions of 1.8 shall apply to the issue and the period of validity of the Permit to Operate High-Speed Craft.
1.9.6 The Permit to Operate High-Speed Craft shall be that of the model given in annex 2 to this Code. If the language used is not English, French or Spanish, the text shall include a translation into one of these languages.
1.10 Control
1.10.1 The provisions of regulation I/19 of the Convention shall be applied to include the Permit to Operate High-Speed Craft in addition to the Certificate issued under 1.8.
1.11 Equivalents
1.11.1 Where this Code requires that a particular fitting, material, appliance or apparatus, or type thereof, shall be fitted or carried in a craft, or that any particular provision shall be made, the Administration may allow any other fitting, material, appliance or apparatus, or type thereof, to be fitted or carried, or any other provision to be made in the craft, if it is satisfied by trial thereof or otherwise that such fitting, material, appliance or apparatus, or type thereof, or provision, is at least as effective as that required by this Code.
1.11.2 Where compliance with any of the requirements of this Code would be impractical for the particular designs of the craft, the Administration may substitute those with alternative requirements provided that equivalent safety is achieved. The Administration which allows any
such substitution shall communicate to the Organization Particulars of these substitutions and the reasons therefor, which the Organization shall circulate to its Member Governments for their information.
1.12 Information to be made available
1.12.1 The Administration shall ensure that the management of the company operating the craft has provided the craft with adequate information and guidance in the form of manuals to enable the craft to be operated and maintained safely. These manuals shall include a route operational manual, craft operating manual, maintenance manual and servicing schedule. Such information shall be updated as necessary.
1.12.2 The manuals shall contain at least the information specified in chapter 18, and shall be in a language understood by the crew. Where this language is not English, a translation into English shall be provided of at least the route operational manual and the craft operating manual.
1.13 Further developments
1.13.1 It is recognized that there is much ongoing research and development in the design of high-speed craft and that new types may emerge which have different geometry to that envisaged during the formulation of this Code. It is important that this Code does not restrict this progress and the development of new designs.
1.13.2 A design may be produced which cannot comply with the provisions of this Code. In such a case the Administration shall determine the extent to which the provisions of the Code are applicable to the design and, if necessary, develop additional or alternative requirements to provide an equivalent level of safety for the craft.
1.13.3 The foregoing shall be considered by the Administration when assessing the granting of equivalents under the Code.
1.14 Circulation of safety information
1.14.1 In the event that an Administration has cause to investigate an accident involving a craft to which this Code applies, that Administration shall provide a copy of the official report to the Organization, which will invite Member States to note the existence of the report and to obtain a copy.
1.14.2 In the event that operational experience reveals structural or equipment failures affecting the safety of a design, craft owners shall inform the Administration.
1.15 Review of the Code
1.15.1 The Code shall be reviewed by the Organization at intervals preferably not exceeding four years to consider revision of existing requirements to take account of new developments in design and technology.
1.15.2 Where a new development in design and technology has been found acceptable to an Administration, that Administration may submit particulars of such development to the Organization for consideration for incorporation into the Code during periodical review.
CHAPTER 2
BUOYANCY, STABILITY AND SUBDIVISION
PART A - GENERAL
2.1 General
2.1.1 A craft shall be provided with:
.1 stability characteristics and stabilization systems adequate for safety when the craft is operated in the non-displacement mode and during the transitional mode;
.2 buoyancy and stability characteristics adequate for safety where the craft is operated in the displacement mode, both in the intact condition and the damaged condition; and
.3 stability characteristics in the non-displacement and transitional modes adequate to transfer the craft safely to displacement mode in case of any system malfunction.
2.1.2 Account shall be taken of the effect of icing in the stability calculations. An example of established practice for ice accretion allowances is given in annex 5 for the guidance of the Administration.
2.1.3 For the purpose of this and other chapters, unless expressly defined otherwise, the following definitions apply:
.1 "Downflooding point" means any opening through which flooding of the spaces which comprise the reserve buoyancy could take place while the craft is in the intact or damaged condition, and inclines to an angle past the angle of equilibrium.
.2 "Fully submerged foil" means a foil having no lift components piercing the surface of the water in the foil- borne mode.
.3 "Monohull craft" means any craft which is not a multihull craft.
.4 "Multihull craft" means a craft which in any normally achievable operating trim or heel angle, has a rigid hull structure which penetrates the surface of the sea over more than one discrete area.
.5 "Permeability" of a space means the percentage of the volume of that space which can be occupied by water.
.6 "Skirt" means a downwardly extending, flexible structure used to contain or divide an air cushion.
2.1.4 Other means of demonstrating compliance with the requirements of any part of this Chapter may be accepted, provided that the method chosen can be shown to provide an equivalent level of safety. Such methods may include:
.1 mathematical simulation of dynamic behaviour;
.2 scale model testing; and
.3 full-scale trials.
2.1.5 Model or full-scale tests and/or calculations (as appropriate) shall also include consideration of the following known stability hazards to which high-speed craft are known to be liable, according to craft type:
.1 directional instability, which is often coupled to roll and pitch instabilities;
.2 broaching and bow diving in following seas at speeds near to wave speed, applicable to most types;
.3 bow diving of planing monohulls and catamarans due to dynamic loss of longitudinal stability in relatively calm seas;
.4 reduction in transverse stability with increasing speed of monohulls;
.5 porpoising of planing monohulls, being coupled pitch and heave oscillations, which can become violent;
.6 chine tripping, being a phenomenon of planing monohulls occurring when the immersion of a chine generates a strong capsizing moment;
.7 plough-in of air-cushion vehicles, either longitudinal or transverse, as a result of bow or side skirt tuck-under or sudden collapse of skirt geometry, which, in extreme cases, can result in capsize;
.8 pitch instability of SWATH (small waterplane area twin hull) craft due to the hydrodynamic moment developed as a result of the water flow over the submerged lower hulls;
.9 reduction in effective metacentric height (roll stiffness) of surface effect ship (SES) in high speed turns compared to that on a straight course, which can result in sudden
increases in heel angle and/or coupled roll and pitch oscillations; and
.10 resonant rolling of SES in beam seas, which, in extreme cases, can result in capsize.
2.1.6 Suitable calculations shall be carried out and/or tests conducted to demonstrate that, when operating within approved operational limitations, the craft will, after a disturbance causing roll, pitch, heave or heel due to turning or any combination thereof, return to the original attitude.
2.2 Intact buoyancy and watertight and weathertight integrity
2.2.1 Intact buoyancy
2.2.1.1 All craft shall have a sufficient reserve of buoyancy at the design waterline to meet the intact and damage stability requirements of this chapter. The Administration may require a larger reserve of buoyancy to permit the craft to operate in any of its intended modes. This reserve of buoyancy shall be calculated by including only those compartments that are:
.1 watertight and situated below the datum, or
.2 watertight or weathertight and situated above the datum.
In considering the stability after damage, flooding shall be assumed to occur until limited by watertight boundaries in the equilibrium condition, and weathertight boundaries in intermediate stages of flooding and within the range of positive righting lever required to satisfy the residual stability requirements.
Craft built in conformity with the requirements of organizations recognised by the Administration, in accordance with regulation XI/1 of the Convention may be considered to possess adequate strength and integrity.
2.2.1.2 Arrangements shall be provided for checking the watertight or weathertight integrity of those compartments taken into account in 2.2.1.1, and the details incorporated in the Craft Operating Manual required by 18.2.1.
2.2.2 Openings in watertight divisions
2.2.2.1 The number of openings in watertight bulkheads shall be reduced to the minimum compatible with the design and proper working of the craft, and all such doors shall be closed prior to departure of the craft from the berth.
2.2.2.2 Doors in watertight bulkheads may be hinged or sliding. They shall be shown by suitable testing to be capable of maintaining the watertight integrity of the bulkhead. Such testing shall be carried out for both sides of the door and shall apply a pressure head 10% greater than that determined from the minimum permissible height of a downflooding opening. Testing may be carried out either before or after the door is fitted into the craft but, where shore testing is adopted, satisfactory installation in the craft shall be verified by inspection and hose testing.
2.2.2.3 Type approval may be accepted in lieu of testing individual doors, provided the approval process includes pressure testing to a head equal to, or greater, than the required head (refer to 2.2.2.2).
2.2.2.4 All watertight doors shall be capable of being operated when the craft is inclined up to 15°, and shall be fitted with means of indication in the operating compartment showing whether they are open or closed. All such
doors shall be capable of being opened and closed locally from each side of the bulkhead.
2.2.2.5 Watertight doors shall remain closed when the craft is at sea, except that they may be opened for access. A notice shall be attached to each door to the effect that it is not to be left open.
2.2.2.6 Watertight doors shall be capable of being closed by remote control from the operating compartment in not less than 20 s and not more than 40 s, and shall be provided with an audible alarm, distinct from other alarms in the area, which will sound for at least 5 s but no more than 10 s before the doors begin to move whenever the door is closed remotely by power, and continue sounding until the door is completely closed. The power, control and indicators shall be operable in the event of main power failure, as required by regulation II-1/15.7.3 of the Convention. In passenger areas and areas where the ambient noise exceeds 85 dB(A) the audible alarm shall be supplemented by an intermittent visual signal at the door. If the Administration is satisfied that such doors are essential for the safe work of the craft, hinged watertight doors having only local control may be permitted for areas to which crew only have access, provided they are fitted with remote indicators as required by 2.2.2.4.
2.2.2.7 Where pipes, scuppers, electric cables, etc. are carried through watertight divisions, the arrangements for creating a watertight penetration shall be of a type which has been prototype tested under hydrostatic pressure equal to or greater than that required to be withstood for the actual location in the craft in which they are to be installed. The test pressure shall be maintained for at least 30 min and there must be no leakage through the penetration arrangement during this period. The test pressure head shall be 10% greater than that determined from the minimum permissible height of a downflooding opening. Watertight bulkhead penetrations which are effected by continuous welding do not require prototype testing. Valves on scuppers from weathertight compartments, included in the stability calculations, shall have arrangements for remote closing from the operating station.
2.2.2.8 Where a ventilation trunk forms part of a watertight boundary, the trunk shall be capable of withstanding the water pressure that may be present taking into account the maximum inclination angle allowable during all stages of flooding.
2.2.3 Inner bow doors
2.2.3.1 Where ro-ro craft are fitted with bow loading openings, an inner bow door shall be fitted abaft such openings, to restrict the extent of flooding in the event of failure of the outer closure. This inner bow door, where fitted, shall be:
.1 weathertight to the deck above, which deck shall itself be weathertight forward to the bow loading opening;
.2 so arranged as to preclude the possibility of a bow loading door causing damage to it in the case of damage to, or detachment of, the bow loading door;
.3 forward of all positions on the vehicle deck in which vehicles are intended to be carried; and
.4 part of a boundary designed to prevent flooding into the remainder of the craft.
2.2.3.2 A craft shall be exempted from the requirement for such an inner bow door where one of the following applies:
.1 the vehicle loading deck at the inner bow door position is above the design waterline by a height more than the significant wave height corresponding to the worst intended conditions;
.2 it can be demonstrated using model tests or mathematical simulations that when the craft is proceeding at a range of speeds up to the maximum attainable speed in the loaded condition at all headings in long crested seas of the greatest significant wave height corresponding to the worst intended conditions, either:
.1 the bow loading door is not reached by waves; or
.2 having been tested with the bow loading door open to determine the maximum steady state volume of water which accumulates, it can be shown by static analysis that, with the same volume of water on the vehicle deck(s) the residual stability requirements of 2.6.11 and
2.13 or 2.15 are satisfied. If the model tests or
mathematical simulations are unable to show that the volume of water accumulated reaches a steady state, the craft shall be considered not to have satisfied the conditions of this exemption.
Where mathematical simulations are employed they shall already have been verified against full-scale or model testing;
.3 bow loading openings lead to open ro-ro spaces provided with guard-rails or having freeing ports complying with 2.2.3.2.4;
.4 the deck of the lowest ro-ro space above the design waterline is fitted on each side of the deck with freeing ports evenly distributed along the sides of the compartment. These shall either be proven to be acceptable using tests according to 2.2.3.2.2 above or comply with the following:
.1 A > 0.3 l
where :
A = the total area of freeing ports on each side of the deck in m2; and
l = the length of the compartment in m;
.2 the craft shall maintain a residual freeboard to the deck of the ro-ro space of at least 1 m in the worst condition;
.3 such freeing ports shall be located within the height of 0.6 m above the deck of the ro-ro space, and the lower edge of the ports shall be within 0.02 m above the deck of the ro-ro space; and
.4 such freeing ports shall be fitted with closing devices or flaps to prevent water entering the deck of the ro-ro space whilst allowing water which may accumulate on the deck of the ro-ro space to drain.
2.2.4 Other provisions for ro-ro craft
2.2.4.1 All accesses in the ro-ro space that lead to spaces below the deck shall have a lowest point which is not less than the height required from the tests conducted according to 2.2.3.2.2 or 3 m above the design waterline.
2.2.4.2 Where vehicle ramps are installed to give access to spaces below the deck of the ro-ro space, their openings shall be capable of being closed weathertight to prevent ingress of water below.
2.2.4.3 Accesses in the ro-ro space that lead to spaces below the ro-ro deck and having a lowest point which is less than the height required from the tests conducted according to 2.2.3.2.2 or 3 m above the design waterline may be permitted provided they are watertight and are closed before the craft leaves the berth on any voyage and remain closed until the craft is at its next berth.
2.2.4.4 The accesses referred to in 2.2.4.2 and 2.2.4.3 above shall be fitted with alarm indicators in the operating compartment.
2.2.4.5 Special category spaces and ro-ro spaces shall be patrolled or monitored by effective means, such as television surveillance, so that any movement of vehicles in adverse weather conditions and unauthorised access by passengers thereto can be detected whilst the craft is underway (refer to 7.8.3.1).
2.2.5 Indicators and surveillance
2.2.5.1 Indicators
Indicators shall be provided in the operating compartment for all shell doors, loading doors and other closing appliances which, if left open or not properly secured, could lead to major flooding in the intact and damage conditions. The indicator system shall be designed on the fail-safe principle and shall show by visual alarms if the door is not fully closed or if any of the securing arrangements are not in place and fully locked, and by audible alarms if such door or closing appliance becomes open or the securing arrangements become unsecured. The indicator panel in the operating compartment shall be equipped with a mode selection function 'harbour/sea voyage' so arranged that an audible alarm is given in the operating compartment if the craft leaves harbour with the bow doors, inner doors, stern ramp or any other side shell doors not closed or any closing device not in the correct position. The power supply for the indicator systems shall be independent of the power supply for operating and securing the doors.
2.2.5.2 Television surveillance
Television surveillance and a water leakage detection system shall be arranged to provide an indication to the operating compartment and to the engine control station of any leakage through inner and outer bow doors, stern doors or any other shell doors which could lead to major flooding.
2.2.6 Integrity of superstructure
2.2.6.1 Where entry of water into structures above the datum would significantly influence the stability and buoyancy of the craft, such structures shall be:
.1 of adequate strength to maintain the weathertight integrity and fitted with weathertight closing appliances; or
.2 provided with adequate drainage arrangements; or
.3 an equivalent combination of both measures.
2.2.6.2 Weathertight superstructures and deckhouses located above the datum shall in the outside boundaries have means of closing openings with sufficient strength such as to maintain weathertight integrity in all damage conditions where the space in question is not damaged. Furthermore, the means of closing shall be such as to maintain weathertight integrity in all operational conditions.
2.2.7 Doors, windows, etc., in boundaries of weathertight spaces
2.2.7.1 Doors, windows, etc., and any associated frames and mullions in weathertight superstructures and deckhouses shall be weathertight and shall not leak or fail at a uniformly applied pressure less than that at which adjacent structure would experience permanent set or fail. Conformity with the requirements of organizations recognized by the Administration in accordance with regulation XI/1 of the Convention may be considered to possess adequate strength.
2.2.7.2 For doors in weathertight superstructures, hose tests shall be carried out with a water pressure from the outside in accordance with specifications at least equivalent to those acceptable to the Organization*.
2.2.7.3 The height above the deck of sills to doorways leading to exposed decks shall be as high above the deck as is reasonable and practicable, particularly those located in exposed positions. Such sill heights shall in general not be less than 100 mm for doors to weathertight spaces on decks above the datum, and 250 mm elsewhere. For craft of 30 m in length and under, sill heights may be reduced to the maximum which is consistent with the safe working of the craft.
2.2.7.4 Windows shall not be permitted in the boundaries of special category spaces or ro-ro spaces or below the datum. If required by restrictions in the Permit to Operate, forward facing windows, or windows which may be submerged at any stage of flooding shall be fitted with hinged or sliding storm shutters ready for immediate use.
* Refer to ISO 6042 - Ships and Marine Technology - Weathertight single-leaf steel doors, or a similar standard.
2.2.7.5 Side scuttles to spaces below the datum shall be fitted with efficient hinged deadlights arranged inside so that they can be effectively closed and secured watertight.
2.2.7.6 No side scuttle shall be fitted in a position so that its sill is below a line drawn parallel to and one metre above the design waterline.
2.2.8 Hatchways and other openings
2.2.8.1 Hatchways closed by weathertight covers
The construction and the means for securing the weathertightness of cargo and other hatchways shall comply with the following:
.1 coaming heights shall in general not be less than 100 mm for hatches to weathertight spaces on decks above the datum, and 250 mm elsewhere. For craft of 30 m in length and under, coaming heights may be reduced to the maximum which is consistent with the safe working of the craft;
.2 the height of these coamings may be reduced, or the coamings omitted entirely, on condition that the Administration is satisfied that the safety of the ship is not thereby impaired in any sea conditions up to the worst intended conditions. Where coamings are provided, they shall be of substantial construction; and
.3 the arrangements for securing and maintaining weathertightness shall ensure that the tightness can be maintained in any sea conditions up to the worst intended conditions.
2.2.8.2 Machinery space openings
2.2.8.2.1 Machinery space openings shall be properly framed and efficiently enclosed by casings of ample strength and, where the casings are not protected by other structures, their strength shall be specially considered. Access openings in such casings shall be fitted with weathertight doors.
2.2.8.2.2 Heights of sills and coaming shall, in general, not be less than 100 mm for openings to weathertight spaces on decks above the datum, and 380 mm elsewhere. For craft of 30 m in length and under, these heights may be reduced to the maximum which is consistent with the safe working of the craft.
2.2.8.2.3 Machinery space ventilator openings shall comply with the requirements of 2.2.8.4.2.
2.2.8.3 Miscellaneous openings in exposed decks
2.2.8.3.1 Manholes and flush scuttles on the datum or within superstructures other than enclosed superstructures shall be closed by substantial covers capable of being made watertight. Unless secured by closely spaced bolts, the covers shall be permanently attached.
2.2.8.3.2 Service hatches to machinery, etc. may be arranged as flush hatches provided that the covers are secured by closely spaced bolts, are kept closed at sea, and are equipped with arrangements for portable guardrails.
2.2.8.3.3 Openings in exposed decks leading to spaces below the datum or enclosed superstructures other than hatchways, machinery space openings, manholes and flush scuttles shall be protected by an enclosed superstructure, or by a deckhouse or companionway of equivalent strength and weathertightness.
2.2.8.3.4 The height above the deck of sills to the doorways in companionways shall, in general, not be less than 100 mm for doors to weathertight spaces on decks above the datum, and 250 mm elsewhere. For craft of 30 m in length and under sill heights may be reduced to the maximum which is consistent with the safe working of the craft.
2.2.8.4 Ventilators
2.2.8.4.1 Ventilators to spaces below the datum or decks of enclosed superstructures shall have substantially constructed coamings efficiently connected to the deck. Coaming heights shall in general not be less than 100 mm for ventilators to weathertight spaces on decks above the datum, and 380 mm elsewhere. For craft of 30 m in length and under, coaming heights may be reduced to the maximum which is consistent with the safe working of the craft.
2.2.8.4.2 Ventilators the coamings of which extend to more than one metre above the deck or which are fitted to decks above the datum need not be fitted with closing arrangements unless they face forward or are specifically required by the Administration.
2.2.8.4.3 Except as provided in 2.2.8.4.2, ventilator openings shall be provided with efficient weathertight closing appliances.
2.2.8.4.4 Ventilator openings shall face aft or athwartships wherever practicable.
2.2.9 Scuppers, inlets and discharges
2.2.9.1 Discharges led through the shell either from spaces below the datum or from within superstructures and deckhouses fitted above the datum shall be fitted with efficient and accessible means for preventing water from passing inboard. Normally each separate discharge shall have one automatic non-return valve with a positive means of closing it from a position above the datum. Where, however, the vertical distance from the design waterline to the inboard end of the discharge pipe exceeds 0.01 L, the discharge may
have two automatic non-return valves without positive means of closing, provided that the inboard valve is always accessible for examination under service conditions. Where that vertical distance exceeds 0.02 L, a single automatic non-return valve without positive means of closing may be accepted. The means for operating the positive action valve shall be readily accessible and provided with an indicator showing whether the valve is open or closed.
2.2.9.2 Valves on scuppers from weathertight compartments included in the stability calculations shall be operable from the operating compartment.
2.2.9.3 In manned machinery spaces, main and auxiliary sea inlets and discharges in connection with the operation of machinery may be controlled locally. Such controls shall be readily accessible and shall be provided with indicators showing whether the valves are open or closed. In unmanned machinery spaces, main and auxiliary sea inlets and discharges in connection with the operation of machinery shall be operable from the operating compartment.
2.2.9.4 Scuppers leading from superstructures or deckhouses not fitted with weathertight doors shall be led overboard.
2.2.9.5 All shell fittings and the valves required by this Code shall be of a suitable ductile material. Valves of ordinary cast iron or similar material shall not be acceptable.
2.2.10 Air pipes
2.2.10.1 Main storage tanks containing flammable liquids or tanks which can be pumped or filled from the sea shall have air pipes which do not terminate in enclosed spaces.
2.2.10.2 All air pipes extending to exposed decks shall have a height from the deck to the point where water may have access below of at least 300 mm where the deck is less than 0.05L above the design waterline, and 150 mm on all other decks.
2.2.10.3 Air pipes may discharge through the side of the superstructure provided that this is at a height of at least 0.02L above any waterline when the intact craft is heeled to an angle of 15°, or 0.02L above the highest waterline at all stages of flooding as determined by the damaged stability
calculations, whichever is higher.
2.2.10.4 All air pipes shall be equipped with weathertight closing devices that close automatically.
2.2.11 Freeing ports
2.2.11.1 Where bulwarks on weather decks form wells, ample provision shall be made for rapidly freeing the decks of water and for draining them.
The minimum freeing port area (A) on each side of the craft for each well on the weather deck of the main hull(s) shall be:
.1 where the length of bulwark (l) in the well is 20 m or less: A = 0.7 + 0.035 l (m2); and
.2 where l exceeds 20 m: A = 0.07 l (m2),
and, in no case, l need be taken as greater than 0.7 L.
If the bulwark is more than 1.2 m in average height, the required area shall be increased by 0.004 square metres per metre of length of well for each 0.1 metre difference in height. If the bulwark is less than 0.9 m in average height, the required area shall be decreased by 0.004 square metres per metre of length of well for each 0.1 metre difference in height.
2.2.11.2 Such freeing ports shall be located within the height of 0.6 m above the deck and the lower edge shall be within 0.02 m above the deck.
2.2.11.3 All such openings in the bulwarks shall be protected by rails or bars spaced approximately 230 mm apart. If shutters are fitted to freeing ports, ample clearance shall be provided to prevent jamming. Hinges shall have pins or bearings of non-corrodible material. If shutters are fitted with securing appliances, these appliances shall be of approved construction.
2.2.11.4 Craft, having superstructures which are open in front or both ends, shall comply with the provisions of 2.2.11.1.
2.2.11.5 In craft, having superstructures which are open at the aft end, the minimum freeing port area shall be:
A = 0.3 b (m2)
where:
b = the breadth of the craft at the exposed deck (m).
2.2.11.6 Ro-ro craft fitted with bow loading openings leading to open vehicle spaces shall comply with the provisions of 2.2.3.
2.3 Intact stability in the displacement mode
2.3.1 Hydrofoil craft fitted with surface-piercing foils and/or fully submerged foils shall have sufficient stability under all permitted cases of loading to comply with the relevant provisions of annex 6 and specifically maintain a heel angle of less than 10º when subjected to the greater of the heeling moments in 1.1.2 and 1.1.4 of that annex.
2.3.2 Subject to 2.3.4, multihull craft other than hydrofoil craft shall meet the relevant requirements of annex 7 in all permitted cases of loading.
2.3.3 Subject to 2.3.4, monohull craft other than hydrofoil craft shall meet the relevant requirements of annex 8 in all permitted conditions of loading.
2.3.4 Where the characteristics of multihull craft are inappropriate for application of annex 7 or the characteristics of monohull craft are inappropriate for application of annex 8, the Administration may accept alternative criteria equivalent to those stipulated, as appropriate to the type of craft and area of operation. The requirements of annexes 7 and 8 may be applied as indicated in the table below.
Table showing application of annexes 7 and 8 to monohull and multihull craft
GMT | BWL . AWP ∇ | |
< 7 | > 7 | |
< 3.0 | annex 8 | annex 8 or annex 7 |
> 3.0 | annex 8 or annex 7 | annex 7 |
where:
BWL = maximum waterline beam at the design waterline (m); for multihull, this shall be taken to the outside of sidehulls
AWP = waterplane area at the design waterline (m2)
∇ = volume of displacement at the design waterline (m3)
GMT = transverse metacentric height in the loading condition corresponding to the design waterline, corrected for free surface effects (m)
2.4 Intact stability in the non-displacement mode
2.4.1 The requirements of this section and section 2.12 shall be applied on the assumption that any stabilisation systems fitted are fully operational.
2.4.2 The roll and pitch stability on the first and/or any other craft of a series shall be qualitatively assessed during operational safety trials as required by chapter 18 and annex 9. The results of such trials may indicate the need to impose operational limitations.
2.4.3 Where craft are fitted with surface-piercing structure or appendages, precautions shall be taken against dangerous attitudes or inclinations and loss of stability subsequent to a collision with a submerged or floating object.
2.4.4 In designs where periodic use of cushion deformation is employed as a means of assisting craft control, or periodic use of cushion air exhausting to atmosphere for purposes of craft manoeuvring, the effects upon cushion-borne stability shall be determined, and the limitations on the use by virtue of craft speed or attitude shall be established.
2.4.5 In the case of an air cushion vehicle fitted with flexible skirts, it shall be demonstrated that the skirts remain stable under operational conditions.
2.5 Intact stability in the transitional mode
2.5.1 Under weather conditions up to the worst intended conditions, the time to pass from the displacement mode to the non-displacement mode and vice versa shall be minimised unless it is demonstrated that no substantial reduction of stability occurs during this transition.
2.5.2 Hydrofoil craft shall comply with the relevant provisions of annex 6.
2.6 Buoyancy and stability in the displacement mode following damage
2.6.1 The requirements of this section apply to all permitted conditions of loading.
2.6.2 For the purpose of making damage stability calculations, the volume and surface permeabilities shall be, in general, as follows:
Spaces | Permeability |
Appropriated to cargo or stores | 60 |
Occupied by accommodation | 95 |
Occupied by machinery | 85 |
Intended for liquids | 0 or 95* |
Appropriated for cargo vehicles | 90 |
Void spaces | 95 |
* whichever results in the more severe requirements
2.6.3 Notwithstanding 2.6.2, permeability determined by direct calculation shall be used where a more onerous condition results, and may be used where a less onerous condition results from that provided according to 2.6.2.
2.6.4 The Administration may permit the use of low-density foam or other media to provide buoyancy in void spaces, provided that satisfactory evidence is provided that any such proposed medium is the most suitable alternative and is:
.1 of closed-cell form if foam, or otherwise impervious to water absorption;
.2 structurally stable under service conditions;
.3 chemically inert in relation to structural materials with which it is in contact or other substances with which the medium is likely to be in contact (reference is made to 7.4.3.7); and
.4 properly secured in place and easily removable for inspection of the void spaces.
2.6.5 The Administration may permit void bottom spaces to be fitted within the watertight envelope of the hull without the provision of a bilge system or air pipes provided that:
.1 the structure is capable of withstanding the pressure head after any of the damages required by this section;
.2 when carrying out a damage stability calculation in accordance with the requirements of this section, any void space adjacent to the damaged zone shall be included in the calculation and the criteria in 2.6, 2.13 and 2.15 complied with;
.3 the means by which water which has leaked into the void space is to be removed shall be included in the craft operating manual required by chapter 18; and
.4 adequate ventilation is provided for inspection of the space under consideration as required by 2.2.1.2.
2.6.6 Any damage of a lesser extent than that postulated in 2.6.7 to 2.6.10, as applicable, which would result in a more severe condition shall also be investigated. The shape of the damage shall be assumed to be a parallelepiped.
2.6.7 Extent of side damage
The following side damages shall be assumed anywhere on the periphery of the craft:
.1 the longitudinal extent of damage shall be 0.75∇ 1/3, or (3 m + 0.225 ∇ 1/3), or 11 m, whichever is the least;
.2 the transverse extent of penetration into the craft shall be 0.2∇1/3. However, where the craft is fitted with inflated skirts or with non-buoyant side structures, the transverse extent of penetration shall be at least 0.12∇1/3 into the main buoyancy hull or tank structure; and
.3 the vertical extent of damage shall be taken for the full vertical extent of the craft,
where:
∇ = volume of displacement corresponding to the design waterline (m3).
2.6.8 Extent of bottom damage in areas vulnerable to raking damage
2.6.8.1 Application
.1 Any part of the surface of the hull(s) is considered to be vulnerable to raking damage if:
.1 it is in contact with the water at operational speed in smooth water, and
.2 it also lies below two planes which are perpendicular to the craft centreline plane and at heights as shown in figure 2.6.8.1.
For multihulls, individual hulls shall be considered separately.
.2 Raking damage shall be assumed to occur along any fore-and-aft line on the surface of the hull(s) between the keel and the upper limit defined in the figure below:
.3 Damage shall not be applied at the same time as that defined in 2.6.7 or 2.6.9.
This line is parallel to the design waterline
0.3 T
T
This area is vulnerable to raking damage
0.5 L
L
design waterline
where: T = maximum draught of the hull (each hull considered individually in the case of multihulls) to the design waterline, excluding any non-buoyant structure
Figure 2.6.8.1
2.6.8.2 Extent
2.6.8.2.1 Two different longitudinal extents shall be considered separately:
.1 55% of the length L, measured from the most forward point of the underwater buoyant volume of each hull; and
.2 a percentage of the length L, applied anywhere in the length of the craft, equal to 35% for craft where L = 50m and over and equal to ( L/2 + 10)% for craft where L is less than 50m.
2.6.8.2.2 Except as provided below, the penetration normal to the shell shall be 0.04∇1/3 or 0.5 m, whichever is the lesser, in association with a girth along the shell equal to 0.1∇1/3, where ∇ is the volume of displacement corresponding to the design waterline (m3). However this penetration or
girth shall under no circumstances extend above the vertical extent of the vulnerable area as specified in 2.6.8.1.1.
2.6.9 Extent of bottom damage in areas not vulnerable to raking damage
2.6.9.1 Application
This applies to all parts of the hull(s) which are not defined as vulnerable to raking damage in 2.6.8.1. Damage shall not be applied at the same time as that defined in 2.6.7 or 2.6.8.
2.6.9.2 Extent
The following extent of damage shall be assumed:
.1 the length of damage in the fore-and-aft direction shall be 0.75∇1/3, or
(3 m + 0.225∇1/3), or 11 m whichever is the least;
.2 the athwartships girth of damage shall be 0.2∇1/3; and
.3 the depth of penetration normal to the shell shall be 0.02∇1/3,
where:
∇ = volume of displacement corresponding to the design waterline (m3).
2.6.10 In applying 2.6.8 and 2.6.9 to multihull craft, an obstruction at or below the design waterline of up to 7 m width shall be considered in determining the number of hulls damaged at any one time. The requirement of 2.6.6 shall also be applied.
2.6.11 Following any of the postulated damages detailed in 2.6.6 to 2.6.10, the craft in still water shall have sufficient buoyancy and positive stability to simultaneously ensure that:
.1 for all craft other than amphibious air-cushion vehicles, after flooding has ceased and a state of equilibrium has been reached, the final waterline is below the level of any opening through which further flooding could take place by at least 50% of the significant wave height corresponding to the worst intended conditions;
.2 for amphibious air-cushion vehicles, after flooding has ceased and a state of equilibrium has been reached, the final waterline is below the level of any opening through which further flooding could take place by at least 25% of the significant wave height corresponding to the worst intended conditions;
.3 there is a positive freeboard from the damage waterline to survival craft embarkation positions;
.4 essential emergency equipment, emergency radios, power supplies and public address systems needed for organizing the evacuation remain accessible and operational;
.5 the residual stability of craft meets the appropriate criteria as laid out in annexes 7 and 8 according to table
2.3.4. Within the range of positive stability governed by the criteria of annexes 7 or 8, no unprotected opening shall be submerged.
2.6.12 Downflooding openings referred to in 2.6.11.1 and 2.6.11.2 shall include doors and hatches which are used for damage control or evacuation procedures, but may exclude those which are closed by means of weathertight doors and hatch covers and not used for damage control or evacuation procedures.
2.7 Inclining and stability information
2.7.1 Every craft, on completion of build, shall be inclined and the elements of its stability determined. When an accurate inclining is not practical, the lightweight displacement and centre of gravity shall be determined by a lightweight survey and accurate calculation.
2.7.2 The master shall be supplied by the owner with reliable information relating to the stability of the craft in accordance with the following provisions of this paragraph. The information relating to stability shall , before issued to the master, be submitted to the Administration for approval, together with a copy thereof for their retention, and shall incorporate such additions and amendments as the Administration may in any particular case require.
2.7.3 Where any alterations are made to a craft so as significantly to affect the stability information supplied to the master, amended stability information shall be provided. If necessary the craft shall be re-inclined.
2.7.4 A report of each inclining or lightweight survey carried out in accordance with this chapter and of the calculation therefrom of the lightweight condition particulars shall be submitted to the Administration for approval, together with a copy for their retention. The approved report shall be placed on board the craft by the owner in the custody of the master and shall incorporate such additions and amendments as the Administration may in any particular case require. The amended lightweight condition particulars so obtained from time to time shall be used by the master in substitution for such previously approved particulars when calculating the craft's stability.
2.7.5 Following any inclining or lightweight survey, the master shall be supplied with amended stability information if the Administration so requires. The information so supplied shall be submitted to the Administration for approval, together with a copy thereof for their retention, and shall incorporate such additions and amendments as the Administration may in any particular case require.
2.7.6 Stability information demonstrating compliance with this chapter shall be furnished in the form of a stability information book which shall be kept on board the craft at all times in the custody of the master. The
information shall include particulars appropriate to the craft and shall reflect the craft loading conditions and mode of operation. Any enclosed superstructures or deck-houses included in the cross curves of stability and the critical downflooding points and angles shall be identified. At the operating station there shall be plans showing clearly for each deck and hold the boundaries of the watertight compartments, the openings therein with their means of closure and position of any controls thereof.
2.7.7 Every craft shall have scales of draughts marked clearly at the bow and stern. In the case where the draught marks are not located where they are easily readable, or operational constraints for a particular trade make it difficult to read the draught marks, then the craft shall also be fitted with a reliable draught-indicating system by which the bow and stern draughts can be determined.
2.7.8 The owner or builder, as appropriate, shall ensure that the positions of the draught marks are accurately determined and that the marks are located on the hull in a permanent manner. Accuracy of the draught marks shall be demonstrated to the Administration prior to the inclining experiment.
2.8 Loading and stability assessment
On completion of loading of the craft and prior to its departure on a voyage, the master shall determine the trim and stability of the craft and also ascertain and record that the craft is in compliance with stability criteria of the relevant requirements. The Administration may accept the use of an electronic loading and stability computer or equivalent means for this purpose.
2.9 Marking and recording of the design waterline
2.9.1 The design waterline shall be clearly and permanently marked on the craft’s outer sides by the load line mark described below. This and the reference line described in 2.9.2.2 below shall be recorded in the High- Speed Craft Safety Certificate. For craft where this is not practical, e.g. amphibious air-cushion vehicles fitted with peripheral skirts, defined deck reference points shall be provided, from which the freeboard can be measured, and hence the draughts obtained.
2.9.2 Load line mark
2.9.2.1 The load line mark shall consist of a ring with an outside diameter of 300 mm and width of 25 mm which is intersected by a horizontal line of length 450 mm and having a breadth of 25 mm, the upper edge of which passes through the centre of the ring. The centre of the ring shall be placed at the longitudinal centre of flotation in the displacement mode and at a height corresponding to the design waterline.
2.9.2.2 To assist in verifying the position of the load line mark, a reference line shall be marked on the hull at the longitudinal centre of flotation by a horizontal bar having a length of 300 mm and a breadth of 25 mm and having the upper edge corresponding to the reference line.
2.9.2.3 Where practicable, the reference line should be related to the uppermost deck at side. Where it is not possible, the position of the reference line should be defined from the underside of keel at the longitudinal centre of flotation.
2.9.2.4 The mark of the Authority by whom the load lines are assigned may be indicated alongside the load line ring above the horizontal line which passes through the centre of the ring, or above and below it. This mark shall consist of not more than four initials to identify the Authority’s name, each measuring approximately 115 mm in height, and 75 mm in width.
2.9.2.5 The ring, lines and letters shall be painted in white or yellow on a dark ground or in black on a light ground, and permanently marked. The marks shall be plainly visible.
2.9.3 Verification
The High-Speed Craft Safety Certificate shall not be delivered until the Administration has verified that the marks are correctly and permanently indicated on the sides of the craft.
PART B - REQUIREMENTS FOR PASSENGER CRAFT
2.10 General
2.10.1 Where compliance with this chapter requires consideration of the effects of passenger weight, the following information shall be used:
.1 The distribution of passengers is 4 persons per square metre.
.2 Each passenger has a mass of 75 kg.
.3 Vertical centre of gravity of seated passengers is 0.3 m above seat.
.4 Vertical centre of gravity of standing passengers is 1.0 m above deck.
.5 Passengers and luggage shall be considered to be in the space normally at their disposal.
.6 Passengers shall be distributed on available deck areas towards one side of the craft on the decks where assembly stations are located and in such a way that they produce the most adverse heeling moment.
2.11 Intact stability in the displacement mode
The craft shall have sufficient intact stability that, when in still water conditions, the inclination of the craft from the horizontal would not exceed 10º (under all permitted cases of loading and uncontrolled passenger movements as may occur).
2.12 Intact stability in the non-displacement mode
2.12.1 The total heel angle in still water due to the effect of passenger movements or due to beam wind pressure as per 1.1.4 of annex 6 shall not to exceed 10º. Passenger movement need not be considered where passengers are required to be seated whenever the craft is operating in the non-displacement mode.
2.12.2 In all loading conditions, the outward heel due to turning shall not exceed 8º, and the total heel due to beam wind pressure as per 1.1.4 of annex 6 and due to turning shall not exceed 12º outward.
2.13 Buoyancy and stability in the displacement mode following damage
2.13.1 Following any of the postulated damages detailed in 2.6.6 to 2.6.10, in addition to satisfying the requirements of 2.6.11 and 2.6.12, the craft in still water shall have sufficient buoyancy and positive stability to simultaneously ensure that:
.1 the angle of inclination of the craft from the horizontal does not normally exceed 10º in any direction. However, where this is clearly impractical, angles of inclination up to 15º immediately after damage but reducing to 10º within 15 min shall be permitted provided that efficient non-slip deck surfaces and suitable holding points, e.g., holes, bars, etc., are provided; and
.2 any flooding of passenger compartments or escape routes which might occur will not significantly impede the evacuation of passengers.
2.13.2 In addition to the requirements in 2.13.1, category B craft shall also satisfy the following criteria after sustaining raking damage of 100% of length L, having the girth and penetration given in 2.6.8.2.2, to any part of the surface of the hull(s) defined in 0.0.0.0:
.1 The angle of inclination of the craft from the horizontal shall not exceed 20° in the equilibrium condition;
.2 the range of positive righting lever shall be at least 15° in the equilibrium condition;
.3 the positive area under the righting lever curve shall be at least 0.015 m-rad in the equilibrium condition;
.4 the requirements of 2.6.11.3 and 2.13.1.2 are satisfied; and
.5 in intermediate stages of flooding, the maximum righting lever shall be at least 0.05 m and the range of positive righting lever shall be at least 7°.
In complying with the above, the righting lever curve shall be terminated at the angle of downflooding, and only one free surface need be assumed.
2.14 Inclining and stability information
2.14.1 At periodical intervals not exceeding 5 years, a lightweight survey shall be carried out on all passenger craft to verify any changes in lightweight displacement and longitudinal centre of gravity. The passenger craft shall be re-inclined whenever, in comparison with the approved
stability information, a deviation from the lightweight displacement exceeding 2%, or a deviation of the longitudinal centre of gravity exceeding 1% of L is found or anticipated.
2.14.2 A report of each inclining or lightweight survey carried out in accordance with paragraph 2.7.1 and of the calculation therefrom of the lightweight condition particulars shall be submitted to the Administration for approval, together with a copy for their retention. The approved report shall be placed on board the craft by the owner in the custody of the master and shall incorporate such additions and amendments as the Administration may in any particular case require. The amended lightweight condition particulars so obtained from time to time shall be used by the master in substitution for such previously approved particulars when calculating the craft's stability.
2.14.3 Following any inclining or lightweight survey, the master shall be supplied with amended stability information if the Administration so requires. The information so supplied shall be submitted to the Administration for approval, together with a copy thereof for their retention, and shall incorporate such additions and amendments as the Administration may in any particular case require.
PART C - REQUIREMENTS FOR CARGO CRAFT
2.15 Buoyancy and stability in the displacement mode following damage
Following any of the postulated damages detailed in 2.6.6 to 2.6.10, in addition to satisfying the requirements of 2.6.11 and 2.6.12, the craft in still water shall have sufficient buoyancy and positive stability to simultaneously ensure that the angle of inclination of the craft from the horizontal does not normally exceed 15º in any direction. However, where this is clearly impractical, angles of inclination up to 20º immediately after damage but reducing to 15º within 15 minutes may be permitted provided that efficient non-slip deck surfaces and suitable holding points are provided.
2.16 Inclining
Where it is satisfied by lightweight survey, weighing or other demonstration that the lightweight of a craft is closely similar to that of another craft of the series to which 2.7.1 has been applied, the Administration may waive the requirement of 2.7.1 for craft to be inclined. In this regard, a craft which lies within the parameters of 2.14.1, when compared with a craft of the series which has been inclined, shall be regarded as being closely similar to that craft.
CHAPTER 3 STRUCTURES
3.1 General
This chapter covers those elements of hull and superstructure which provide longitudinal and other primary and local strength of the craft as a whole and also other important components such as foils and skirts which are directly associated with the hull and superstructure.
3.2 Materials
Materials used for the hull and superstructure and the other features referred to in 3.1 shall be adequate for the intended use of the craft.
3.3 Structural strength
The structure shall be capable of withstanding the static and dynamic loads which can act on the craft under all operating conditions in which the craft is permitted to operate, without such loading resulting in inadmissible deformation and loss of watertightness or interfering with the safe operation of the craft.
3.4 Cyclic loads
Cyclic loads, including those from vibrations which can occur on the craft, shall not:
.1 impair the integrity of structure during the anticipated service life of the craft or the service life agreed with the Administration;
.2 hinder normal functioning of machinery and equipment; and
.3 impair the ability of the crew to carry out its duties.
3.5 Design criteria
The Administration shall be satisfied that the choice of design conditions, design loads and accepted safety factors corresponds to the intended operating conditions for which certification is sought.
3.6 Trials
If the Administration consider it necessary, it shall require full-scale trials to be undertaken in which loadings are determined. Cognisance shall be taken of the results where these indicate that loading assumptions of structural calculations have been inadequate.
CHAPTER 4 ACCOMMODATION AND ESCAPE MEASURES
4.1 General
4.1.1 Public spaces and crew accommodation shall be designed and arranged so as to protect the occupants from unfavourable environmental conditions and to minimize the risk of injury to occupants during normal and emergency conditions.
4.1.2 Spaces accessible to passengers shall not contain controls, electrical equipment, high-temperature parts and pipelines, rotating assemblies or other items, from which injury to passengers could result, unless such items are adequately shielded, isolated, or otherwise protected.
4.1.3 Public spaces shall not contain operating controls unless the operating controls are so protected and located that their operation by a crew member shall not be impeded by passengers during normal and emergency conditions.
4.1.4 Windows in passenger and crew accommodation shall be of adequate strength and suitable for the worst intended conditions specified in the Permit to Operate and be made of material which will not break into dangerous fragments if fractured.
4.1.5 The public spaces, crew accommodation and the equipment therein shall be designed so that each person making proper use of these facilities will not suffer injury during craft's normal and emergency start, stop and manoeuvring in normal cruise and in failure or maloperation conditions.
4.2 Public address and information system
4.2.1 A general emergency alarm system shall be provided. The alarm shall be audible throughout all the public spaces, corridors and stairways, crew accommodation and normal crew working spaces and open decks, and the sound pressure level shall be at least 10 dB(A) above ambient noise levels under way in normal cruise operation. The alarm shall continue to function after it has been triggered until it is normally turned off or is temporarily interrupted by a message on the public address system.
4.2.2 There shall be a public address system covering all areas where passengers and crew have access, escape routes, and places of embarkation into survival craft. The system shall be such that flooding or fire in any compartment does not render other parts of the system inoperable. The public address system and its performance standards shall be approved by
the Administration having regard to the recommendations developed by the Organization.*
4.2.3 All passenger craft shall be equipped with illuminated or luminous notices or video information system(s) visible to all sitting passengers, in order to notify them of safety measures.
4.2.4 The master shall, by means of the public address system and the visual information system, be able to request passengers "please be seated" when found to be appropriate to safeguard passengers and always when the safety level 1 according to table 1 of annex 3 is exceeded.
4.3 Design acceleration levels
4.3.1 For passenger craft, superimposed vertical accelerations above 1.0 g at longitudinal centre of gravity shall be avoided unless special precautions are taken with respect to passenger safety.
4.3.2 Passenger craft shall be designed for the collision design acceleration gcoll with respect to the safety in, and escape from, the public spaces, crew accommodation and escape routes, including in way of life-saving appliances and emergency source of power. The size and type of craft together with speed, displacement and building material shall be taken into consideration when the collision load is determined. The collision design condition shall be based on head-on impact at a defined collision speed.
4.3.3 Mounting of large masses such as main engines, auxiliary engines, lift fans, transmissions and electrical equipment shall be proved by calculation to withstand, without fracturing, the design acceleration given in table 4.3.3.
* Refer to the Recommendations on performance standards for public address systems on passenger ships, including cabling (MSC/Circ.808) and the Code on Alarms and Indicators, 1995 (resolution A.830(19)).
Table 4.3.3 - Design acceleration as multiples of g
Types of craft Direction | All HSC except amphibious ACVs | Amphibious ACVs |
Forward direction | gcoll | 6 |
After direction | 2 or gcoll if less | 3 |
Transverse direction | 2 or gcoll if less | 3 |
Vertical direction | 2 or gcoll if less | 3 |
where:
gcoll = the collision design acceleration expressed as a multiple of the acceleration due to gravity (9.806 m/s2)
4.3.4 Collision design acceleration gcoll (for craft other than amphibious ACVs where gcoll = 6) shall be calculated as follows:
gcoll
= 1.2 (
P
g.Δ
) , but not to be taken greater than 12,
where the load P shall be taken as the lesser of P1 and P2, where: P1 = 460 (M·CL)⅔(E·CH)½
P2 = 9000·M·CL (CH D)½
where the hull material factor M shall be taken as:
M = 1.3 for high tensile steel M = 1.0 for aluminium alloy M = 0.95 for mild steel
M = 0.8 for fibre-reinforced plastics, where the length factor CL of the craft is:
CL =
(165 + L)
245
( L ) 80
0.4
where the height factor CH = (80 - L)/45 but not greater than 0.75 or less than 0.3,
where the kinetic energy of the craft at speed Vimp is:
imp
E = 0.5 ∆. V 2
where the main particulars of the craft are:
L = craft length as defined in chapter 1 (m)
D = depth of the craft from the underside of keel to the top of the effective hull girder (m)
∆ = craft displacement, being the mean of the lightweight and maximum operational weight (t)
Vimp = estimated impact speed (m/s) = two-thirds of operational speed as defined in chapter 1
g = acceleration due to gravity = 9.806 m/s2.
For hydrofoils, the collision design acceleration, gcoll shall be taken as the greater of either the gcoll as calculated above or:
gcoll = F/(g. ∆ )
where:
F = failure load of bow foil assembly applied at the operational waterline (kN).
4.3.5 As an alternative to the requirements of 4.3.4, the collision design acceleration gcoll may be determined by carrying out a collision load analysis of the craft on a vertical rock having a maximum height of 2 m above the waterline and using the same assumption for displacement ∆ and impact speed Vimp as described in 4.3.4. This evaluation may be carried out as part of the safety analysis. If the collision design accelerations are determined by both 4.3.4 and the collision load analysis, the lower resulting value may be used as the collision design acceleration.
4.3.6 Compliance with the provisions of 4.1.5 and 4.3.1 shall be shown for the actual type of craft, as described in annex 9.
4.3.7 Limiting sea states for operation of the craft shall be given in normal operation condition and in the worst intended conditions, at operational speed and at reduced speed as necessary.
4.4 Accommodation design
4.4.1 The public spaces, control stations and crew accommodation of high-speed craft shall be located and designed to protect passengers and crew in the design collision condition. In this respect, these spaces shall not be located forward of a transverse plane (see figure 4.4.1) such that:
Abow = 0.0035 A m f V, but never less than 0.04 A,
where:
Abow = the plan projected area of craft energy absorbing structure forward of the transverse plane (m2)
A = total plan projected area of craft (m2)
m = material factor =
0.95
M
M = appropriate hull material factor as given in 4.3.4
Where materials are mixed, the material factor shall be taken as a weighted mean, weighted according to the mass of material in the area defined by Abow.
f = framing factor as follows:
- longitudinal deck and shell stiffening = 0.8
- mixed longitudinal and transverse = 0.9
- transverse deck and shell stiffening = 1.0 V = operational speed (m/s).
Abow
Total = Abow
Figure 4.4.1: Plan view of two different craft styles
4.4.2 The public spaces and crew accommodation shall be designed based on the guidelines given in table 4.4.2 or by other methods which have been proven to give equal protective qualities.
4.4.3 Equipment and baggage in public spaces and in the operator's compartment shall be positioned and secured so that they remain in the stowed position when exposed to the collision design acceleration according to 4.3.4, 4.3.5 and table 4.3.3.
4.4.4 Seats, life-saving appliances and items of substantial mass and their supporting structure shall not deform or dislodge under any loads up to those specified in 4.3.4, 4.3.5 and table 4.3.3 in any manner that would impede subsequent rapid evacuation of passengers.
4.4.5 There shall be adequate handholds on both sides of any passage to enable passengers to steady themselves while moving about.
Table 4.4.2 - Overview general design guidelines*
Design level 1: gcoll less than 3 |
1 Seat/seat belts 1.1 Low or high seatback 1.2 No restrictions on seating direction 1.3 Sofas allowed 1.4 No seat belts requirement 2 Tables in general allowed 3 Padding of projecting objects 4 Kiosks, bars, etc., no special restrictions 5 Baggage, no special requirements 6 Large masses, restrainment and positioning |
Design level 2: gcoll = 3 to 12 |
1 Seat/seat belts 1.1 High seatback with protective deformation and padding 1.2 Forward or backward seating direction 1.3 No sofas allowed as seat 1.4 Lap belt in seats when no protective structure forward 2 Tables with protective features allowed. Dynamic testing 3 Padding of projecting objects 4 Kiosks, bars, etc., on aft side of bulkheads, or other specially approved arrangements 5 Baggage placed with protection forward 6 Large masses, restrainment and positioning |
* Other arrangements may be employed if an equivalent level of safety is achieved.
4.5 Seating construction
4.5.1 A seat shall be provided for each passenger and crew member for which the craft is certified to carry. Such seats shall be arranged in enclosed spaces.
4.5.2 Seats fitted in addition to those required under 4.5.1 and which are not permitted to be used in hazardous navigational situations or potentially dangerous weather or sea conditions need not comply with 4.5 or 4.6. Such seats shall be secured according to 4.4.4 and clearly identified as not being able to be used in hazardous situations.
4.5.3 The installation of seats shall be such as to allow adequate access to any part of the accommodation space. In particular, they shall not obstruct access to, or use of, any essential emergency equipment or means of escape.
4.5.4 Seats and their attachments, and the structure in the proximity of the seats, shall be of a form and design, and so arranged, such as to minimize the possibility of injury and to avoid trapping of the passengers after the assumed damage in the collision design condition according to
4.4.1. Dangerous projections and hard edges shall be eliminated or padded.
4.5.5 Seats, seat belts, seat arrangements and adjacent parts such as tables shall be designed for the actual collision design acceleration as specified in 4.3.4.
4.5.6 All seats, their supports and their deck attachments shall have good energy-absorbing characteristics and shall meet the requirements of annex 10.
4.6 Safety belts
4.6.1 One-hand-release safety belts of three-point type or with shoulder harness shall be provided for all seats from which the craft may be operated for all craft with the gcoll acceleration from the collision design acceleration exceeding 3g, as prescribed in 4.3.4.
4.6.2 Safety belts shall be provided on passenger seats and crew seats, if necessary, to obtain the protective performance measures described in annex 10.
4.7 Exits and means of escape
4.7.1 In order to ensure immediate assistance from the crew in an emergency situation, the crew accommodation, including any cabins, shall be located with due regard to easy, safe and quick access to the public spaces from inside the craft. For the same reason, easy, safe and quick
access from the operating compartment to the public spaces shall be provided.
4.7.2 The design of the craft shall be such that all occupants may safely evacuate the craft into survival craft under all emergency conditions, by day or by night. The positions of all exits which may be used in an emergency, and of all life-saving appliances, the practicability of the evacuation procedure, and the evacuation time to evacuate all passengers and crew shall be demonstrated.
4.7.3 Public spaces, evacuation routes, exits, lifejacket stowage, survival craft stowage, and the embarkation stations shall be clearly and permanently marked and illuminated as required in chapter 12.
4.7.4 Each enclosed public space and similar permanently enclosed space allocated to passengers or crew shall be provided with at least two exits as widely separated as practical. All exits shall clearly indicate the directions to the evacuation station and safe areas. On category A craft and cargo craft, at least one exit shall give access to the evacuation station serving the persons in the enclosed space considered, and all other exits shall give access to a position on the open deck from which access to an evacuation station is provided. On category B craft, exits shall provide access to the alternative safe area required by 7.11.1; external routes may be accepted providing that the requirements of 4.7.3 and 4.7.11 are complied with.
4.7.5 Subdivision of public spaces to provide refuge in case of fire may be required in compliance with 7.4.4.1 and 7.11.1.
4.7.6 Exit doors shall be capable of being readily operated from inside and outside the craft in daylight and in darkness. The means of operation shall be obvious, rapid and of adequate strength. Doors along escape routes should, wherever appropriate, open in the direction of escape flow from the space served.
4.7.7 The closing, latching and locking arrangements for exits shall be such that it is readily apparent to the appropriate crew member when the doors are closed and in a safe operational condition, either in direct view or by an indicator. The design of external doors shall be such as to minimize the possibility of jamming by ice or debris.
4.7.8 The craft shall have a sufficient number of exits which are suitable to facilitate the quick and unimpeded escape of persons wearing approved lifejackets in emergency conditions, such as collision damage or fire.
4.7.9 Sufficient space for a crew member shall be provided adjacent to exits for ensuring the rapid evacuation of passengers.
4.7.10 All exits, together with their means of opening, shall be adequately marked for the guidance of passengers. Adequate marking shall also be provided for the guidance of rescue personnel outside the craft.
4.7.11 Footholds, ladders, etc., provided to give access from the inside to exits shall be of rigid construction and permanently fixed in position. Permanent handholds shall be provided whenever necessary to assist persons using exits, and shall be suitable for conditions when the craft has developed any possible angles of list or trim.
4.7.12 At least two unobstructed evacuation paths shall be available for the use of each person. Evacuation paths shall be disposed such that adequate evacuation facilities will be available in the event of any likely damage or emergency conditions, and evacuation paths shall have adequate lighting supplied from the main and emergency sources of power.
4.7.13 The width of corridors, doorways and stairways which form part of the evacuation paths shall be not less than 900 mm for passenger craft and 700 mm for cargo craft. This width may be reduced to 600 mm for corridors, doorways and stairways serving spaces where persons are not normally employed. There shall be no protrusions in evacuation paths which could cause injury, ensnare clothing, damage lifejackets or restrict evacuation of disabled persons.
4.7.14 Adequate notices shall be provided to direct passengers to exits.
4.7.15 Provision shall be made on board for embarkation stations to be properly equipped for evacuation of passengers into life-saving appliances. Such provision shall include handholds, anti-skid treatment of the embarkation deck, and adequate space which is clear of cleats, bollards and similar fittings.
4.7.16 Main propulsion machinery spaces and ro-ro spaces shall be provided with two means of escape leading to a position outside the spaces from which a safe route to the evacuation stations is available. One means of escape from the main propulsion machinery spaces shall avoid direct access to any ro-ro space. Main propulsion machinery spaces having a length of less than 5 m and not being routinely entered or continuously manned, may be provided with a single means of escape.
4.8 Evacuation time
4.8.1 The provisions for evacuation shall be designed such that the craft can be evacuated under controlled conditions in a time of one third of the structural fire protection time (SFP) provided in 7.4.2 for areas of major fire hazard areas after subtracting a period of 7 min for initial detection and extinguishing action.
Evacuation time = (SFP- 7) (min)
3
where:
SFP = structural fire protection time (min)
4.8.2 An evacuation procedure, including an evacuation analysis carried out taking into account the guidelines developed by the Organization* shall be developed for the information of the Administration in connection with the approval of fire insulation plans and for assisting the owners and builders in planning the evacuation demonstration required in 4.8.3. The evacuation procedures shall include:
.1 the emergency announcement made by the master;
.2 contact with base port;
.3 the donning of lifejackets;
.4 manning of survival craft and emergency stations;
.5 the shutting down of machinery and oil fuel supply lines;
.6 the order to evacuate;
.7 the deployment of survival craft and marine escape systems and rescue boats;
.8 the bowsing in of survival craft;
.9 the supervision of passengers;
.10 the orderly evacuation of passengers under supervision;
.11 crew checking that all passengers have left the craft;
.12 the evacuation of crew;
.13 releasing the survival craft from the craft; and
.14 the marshalling of survival craft by the rescue boat, where provided.
4.8.3 Achievement of the required evacuation time (as ascertained in accordance with 4.8.1) shall be verified by a practical demonstration conducted under controlled conditions in the presence of the Administration, and shall be fully documented and verified for passenger craft by the Administration.
4.8.4 Evacuation demonstrations shall be carried out with due concern for the problems of mass movement or panic acceleration likely to arise in an emergency situation when rapid evacuation is necessary. The evacuation
* Refer to the Guidelines to be developed by the Organization.
demonstrations shall be dry shod with the survival craft initially in their stowed positions and be conducted as follows:
.1 The evacuation time on a category A craft shall be the time elapsed from the moment the first abandon craft announcement is given, with any passengers distributed in a normal voyage configuration, until the last person has embarked in a survival craft, and shall include the time for passengers and crew to don lifejackets.
.2 The evacuation time on a category B craft and cargo craft shall be the time elapsed from the moment the order to abandon the craft is given until the last person has embarked in a survival craft. Passengers and crew may be wearing lifejackets and prepared for evacuation, and they may be distributed among assembly stations.
.3 For all craft the evacuation time shall include the time necessary to launch, inflate and secure the survival craft alongside ready for embarkation.
4.8.5 The evacuation time shall be verified by an evacuation demonstration which shall be performed using the survival craft and exits on one side, for which the evacuation analysis indicates the greatest evacuation time, with the passengers and crew allocated to them.
4.8.6 On craft where a half trial is impracticable, the Administration may consider a partial evacuation trial using a route which the evacuation analysis shows to be the most critical.
4.8.7 The demonstration shall be carried out in controlled conditions in the following manner in compliance with the evacuation plan.
.1 The demonstration shall commence with the craft afloat in harbour, in reasonably calm conditions, with all machinery and equipment operating in the normal seagoing condition.
.2 All exits and doors inside the craft shall be in the same position as they are under normal seagoing condition.
.3 Safety belts, if required, shall be fastened.
.4 The evacuation routes for all passengers and crew shall be such that no person need enter the water during the evacuation.
4.8.8 For passenger craft, a representative composition of persons with normal health, height and weight shall be used in the demonstration, and shall consist of different sexes and ages so far as it is practicable and reasonable.
4.8.9 The persons, other than the crew selected for the demonstration, shall not have been specially drilled for such a demonstration.
4.8.10 An emergency evacuation demonstration shall be carried out for all new designs of high-speed craft and for other craft where evacuation arrangements differ substantially from those previously tested.
4.8.11 The specific evacuation procedure followed during the craft's initial demonstration on which certification is based shall be included in the craft operating manual together with the other evacuation procedures contained in 4.8.2. During the demonstration, video recordings shall be made, both inside and outside the craft, which shall form an integral part of the training manual required by 18.2.
4.9 Baggage, stores, shops and cargo compartments
4.9.1 Provision shall be made to prevent shifting of baggage, stores and cargo compartment contents, having due regard to occupied compartments and accelerations likely to arise. If safeguarding by positioning is not practicable, adequate means of restraint for baggage, stores and cargo shall be provided. Shelves and overhead shelves for storage of carry-on baggage in public spaces shall be provided with adequate means to prevent the luggage from falling out in any conditions that may occur.
4.9.2 Controls, electric equipment, high-temperature parts, pipelines or other items, the damage or failure of which could affect the safe operation of the craft or which may require access by crew members during a voyage, shall not be located in baggage, store and cargo compartments unless such items are adequately protected so that they cannot be damaged or, where applicable, operated inadvertently by loading, by unloading or by movement of the contents of the compartment.
4.9.3 Loading limits, if necessary, shall be durably marked in those compartments.
4.9.4 Having regard to the purpose of the craft, the closures of the exterior openings of the luggage and cargo compartments as well as special- category spaces shall be appropriately weathertight.
4.10 Noise levels
4.10.1 The noise level in public spaces and crew accommodation shall be kept as low as possible to enable the public address system to be heard, and shall not in general exceed 75 dB(A).
4.10.2 The maximum noise level in the operating compartment shall not in general exceed 65 dB(A) to facilitate communication within the compartment and external radiocommunications.
4.11 Protection of the crew and passengers
4.11.1 Efficient guard rails or bulwarks shall be fitted on all exposed parts of decks to which crew or passengers have access. Alternative arrangements such as safety harnesses and jack-stays may be accepted if they provide an equivalent level of safety. The height of the bulwarks or guard rails shall be at least 1 m from the deck, provided that where this height would interfere with the normal operation of the craft, a lesser height may be approved.
4.11.2 The opening below the lowest course of the guard rails shall not exceed 230 mm. The other courses shall be not more than 380 mm apart. In the case of craft with rounded gunwales the guard rail supports shall be placed on the flat of the deck.
4.11.3 Satisfactory means (in the form of guard rails, life lines, gangways or underdeck passages, etc.) shall be provided for the protection of the crew in getting to and from their quarters, the machinery space and all other parts used in the necessary work of the craft.
4.11.4 Deck cargo carried on any craft shall be so stowed that any opening which is in way of the cargo and which gives access to and from the crew's quarters, the machinery space and all other parts used in the necessary work of the craft, can be properly closed and secured against the admission of water. Effective protection for the crew in the form of guard rails or life lines shall be provided above the deck cargo if there is no convenient passage on or below the deck of the craft.
CHAPTER 5 DIRECTIONAL CONTROL SYSTEMS
5.1 General
5.1.1 Craft shall be provided with means for directional control of adequate strength and suitable design to enable the craft's heading and direction of travel to be effectively controlled to the maximum extent possible in the prevailing conditions and craft speed without undue physical effort at all speeds and in all conditions for which the craft is to be certificated. The performance shall be verified in accordance with annex 9.
5.1.2 Directional control may be achieved by means of air or water rudders, foils, flaps, steerable propellers or jets, yaw control ports or side thrusters, differential propulsive thrust, variable geometry of the craft or its lift-system components or by a combination of these devices.
5.1.3 For the purpose of this chapter, a directional control system includes any steering device or devices, any mechanical linkages and all power or manual devices, controls and actuating systems.
5.1.4 Attention is drawn to the possibility of interaction between directional control systems and stabilisation systems. Where such interaction occurs or where dual-purpose components are fitted, the requirements of 12.5 and chapters 16 and 17 are also to be complied with, as applicable.
5.2 Reliability
5.2.1 The probability of total failure of all directional control systems shall be extremely remote when the craft is operating normally, i.e., excluding emergency situations such as grounding, collision or a major fire.
5.2.2 A design incorporating a power drive or an actuation system employing powered components for normal directional control shall provide a secondary means of actuating the device unless an alternative system is provided.
5.2.3 The secondary means of actuating the directional control device may be manually driven when the Administration is satisfied that this is adequate, bearing in mind the craft's size and design and any limitations of speed or other parameters that may be necessary.
5.2.4 The directional control systems shall be constructed so that a single failure in one drive or system, as appropriate, will not render any other one inoperable or unable to bring the craft to a safe situation. The Administration may allow a short period of time to permit the connection of
a secondary control device when the design of the craft is such that such delay will not, in their opinion, hazard the craft.
5.2.5 A failure mode and effect analysis shall include the directional control system.
5.2.6 If necessary to bring the craft to a safe condition, power drives for directional control devices, including those required to direct thrust forward or astern, shall become operative automatically, and respond correctly, within 5 s of power or other failure. Back-up electrical systems may be required for the starting-up time of an auxiliary diesel according to 12.2 or an emergency diesel generator according to 12.3.6.
5.2.7 Directional control devices involving variable geometry of the craft or its lift system components shall, so far as is practicable, be so constructed that any failure of the drive linkage or actuating system will not significantly hazard the craft.
5.3 Demonstrations
5.3.1 The limits of safe use of any of the control system devices, shall be based on demonstrations and a verification process in accordance with annex 9.
5.3.2 Demonstration in accordance with annex 9 shall determine any adverse effects upon safe operation of the craft in the event of an uncontrollable total deflection of any one control device. Any limitation on the operation of the craft as may be necessary to ensure that the redundancy or safeguards in the systems provide equivalent safety shall be included in the craft operating manual.
5.4 Control position
5.4.1 All directional control systems shall normally be operated from the craft's operating station.
5.4.2 If directional control systems can also be operated from other positions, then two-way communication shall be arranged between the operating station and these other positions.
5.4.3 Adequate indications shall be provided at the operating station and these other positions to provide the person controlling the craft with verification of the correct response of the directional control device to this demand, and also to indicate any abnormal responses or malfunction. The indications of steering response or rudder angle indicator shall be independent of the system for directional control. The logic of such feedback and indications shall be consistent with the other alarms and indications so that in an emergency operators are unlikely to be confused.
CHAPTER 6 ANCHORING, XXXXXX AND BERTHING
6.1 General
6.1.1 A primary assumption made in this chapter is that high-speed craft will only need an anchor for emergency purposes.
6.1.2 The arrangements for anchoring, towing and berthing and the local craft structure, the design of the anchor, towing and berthing arrangements and the local craft structure shall be such that risks to persons carrying out anchoring, towing or berthing procedures are kept to a minimum.
6.1.3 All anchoring equipment, towing bitts, mooring bollards, fairleads, cleats and eyebolts shall be so constructed and attached to the hull that, in use up to design loads, the watertight integrity of the craft will not be impaired. Design loads and any directional limitations assumed shall be listed in the craft operating manual.
6.2 Anchoring
6.2.1 High-speed craft shall be provided with at least one anchor with its associated cable or cable and warp and means of recovery. Every craft shall be provided with adequate and safe means for releasing the anchor and its cable and warp.
6.2.2 Good engineering practice shall be followed in the design of any enclosed space containing the anchor-recovery equipment to ensure that persons using the equipment are not put at risk. Particular care shall be taken with the means of access to such spaces, the walkways, the illumination and protection from the cable and the recovery machinery.
6.2.3 Adequate arrangements shall be provided for two-way voice communication between the operating compartment and persons engaged in dropping, weighing or releasing the anchor.
6.2.4 The anchoring arrangements shall be such that any surfaces against which the cable may chafe (for example, hawse pipes and hull obstructions) are designed to prevent the cable from being damaged and fouled. Adequate arrangements shall be provided to secure the anchor under all operational conditions.
6.2.5 The craft shall be protected so as to minimize the possibility of the anchor and cable damaging the structure during normal operation.
6.3 Towing
6.3.1 Adequate arrangements shall be provided to enable the craft to be towed in the worst intended conditions. Where towage is to be from more than one point, a suitable bridle shall be provided.
6.3.2 The towing arrangements shall be such that any surface against which the towing cable may chafe (for example, fairleads) is of sufficient radius to prevent the cable being damaged when under load.
6.3.3 The maximum permissible speed at which the craft may be towed shall be included in the operating manual.
6.4 Berthing
6.4.1 Where necessary, suitable fairleads, bitts and mooring ropes shall be provided.
6.4.2 Adequate storage space for mooring lines shall be provided such that they are readily available and secured against the high relative wind speeds and accelerations which may be experienced.
CHAPTER 7 FIRE SAFETY
PART A - GENERAL
7.1 General Requirements
7.1.1 The following basic principles underlie the provisions in this chapter and are embodied therein as appropriate, having regard to the category of craft and the potential fire hazard involved:
.1 maintenance of the main functions and safety systems of the craft, including propulsion and control, fire-detection, alarms and extinguishing capability of unaffected spaces, after fire in any one compartment on board;
.2 division of the public spaces for category B craft, in such a way that the occupants of any compartment can escape to an alternative safe area or compartment in case of fire;
.3 subdivision of the craft by fire-resisting boundaries;
.4 restricted use of combustible materials and materials generating smoke and toxic gases in a fire;
.5 detection, containment and extinction of any fire in the space of origin;
.6 protection of means of escape and access for fire fighting; and
.7 immediate availability of fire-extinguishing appliances.
7.1.2 The requirements in this chapter are based in the following conditions:
.1 Where a fire is detected, the crew immediately puts into action the fire-fighting procedures, informs the base port of the accident and prepares for the escape of passengers to alternative safe area or compartment, or, if necessary, for the evacuation of passengers.
.2 The use of fuel with a flashpoint below 43°C is not recommended. However, fuel with a lower flashpoint, but not lower than 35°C, may be used in gas turbines only subject to compliance with the provisions specified in 7.5.1 to 7.5.6.
.3 The repair and maintenance of the craft is carried out in accordance with the requirements given in chapters 18 and 19 of this Code.
.4 Enclosed spaces having reduced lighting, such as cinemas, discothèques, and similar spaces are not permitted.
.5 Passenger access to special category spaces and open ro-ro spaces is prohibited during the voyage except when accompanied by a crew member responsible for fire safety. Only authorised crew members shall be permitted to enter cargo spaces at sea.
7.2 Definitions
7.2.1 "Fire-resisting divisions" are those divisions formed by bulkheads and decks which comply with the following:
.1 They shall be constructed of non-combustible or fire-restricting materials which by insulation or inherent fire-resisting properties satisfy the requirements of 7.2.1.2 to 7.2.1.6.
.2 They shall be suitably stiffened.
.3 They shall be so constructed as to be capable of preventing the passage of smoke and flame up to the end of the appropriate fire protection time.
.4 Where required they shall maintain load-carrying capabilities up to the end of the appropriate fire protection time.
.5 They shall have thermal properties such that the average temperature on the unexposed side will not rise more than 140°C above the original temperature, nor will the temperature, at any one point, including any joint, rise more than 180°C above the original temperature during the appropriate fire protection time.
.6 A test of a prototype bulkhead or deck in accordance with the Fire Test Procedures Code shall be required to ensure that it meets the above requirements.
7.2.2 "Fire-restricting materials" are those materials which have properties complying with the Fire Test Procedures Code.
7.2.3 "Non-combustible material" is a material which neither burns nor gives off flammable vapours in sufficient quantity for self-ignition when heated to approximately 750°C, this being determined in accordance with the Fire Test Procedures Code.
7.2.4 "A standard fire test" is one in which specimens of the relevant bulkheads, decks or other constructions are exposed in a test furnace by a specified test method in accordance with the Fire Test Procedures Code.
7.2.5 Where the words "steel or other equivalent material" occur, "equivalent material" means any non-combustible material which, by itself or due to insulation provided, has structural and integrity properties equivalent to steel at the end of the applicable exposure to the standard fire test (e.g., aluminium alloy with appropriate insulation).
7.2.6 "Low flame-spread" means that the surface thus described will adequately restrict the spread of flame, this being determined in accordance with the Fire Test Procedures Code.
7.2.7 "Smoke-tight" or "capable of preventing the passage of smoke" means that a division made of non-combustible or fire-restricting materials is capable of preventing the passage of smoke.
7.3 Classification of space use
7.3.1 For the purposes of classification of space use in accordance with fire hazard risks, the following grouping shall apply:
.1 "Areas of major fire hazard", referred to in tables 7.4-1 and 7.4-2 by A, include the following spaces:
- machinery spaces
- ro-ro spaces
- spaces containing dangerous goods
- special category spaces
- store-rooms containing flammable liquids
- galleys
- sales shops having a deck area of 50 m2 or greater and containing flammable liquids for sale
- trunks in direct communication with the above spaces.
.2 "Areas of moderate fire hazard", referred to in tables 7.4-1 and 7.4-2 by B, include the following spaces:
- auxiliary machinery spaces, as defined in 1.4.4
- bond stores containing packaged beverages with alcohol content not exceeding 24% by volume
- crew accommodation containing sleeping berths
- service spaces
- sales shops having a deck area of less than 50 m2 containing a limited amount of flammable liquids for sale and where no dedicated store is provided separately
- sales shops having a deck area of 50 m2 or greater not containing flammable liquids
- trunks in direct communication with the above spaces.
.3 "Areas of minor fire hazard", referred to in tables 7.4-1 and 7.4-2 by C, include the following spaces:
- auxiliary machinery spaces, as defined in 1.4.5
- cargo spaces
- fuel tank compartments
- public spaces
- tanks, voids and areas of little or no fire risk
- refreshment kiosks
- sales shops other than those specified in 7.3.1.1 and 7.3.1.2
- corridors in passenger areas and stairway enclosures
- crew accommodation other than that mentioned in 7.3.1.2
- trunks in direct communication with the above spaces.
.4 "Control stations", referred to in tables 7.4-1 and 7.4-2 by D, as defined in 1.4.15
.5 "Evacuation Stations and external escape routes", referred to in tables 7.4-1 and 7.4-2 by E, include the following areas:
- external stairs an open decks used for escape routes
- assembly stations, internal and external
- open deck spaces and enclosed promenades forming lifeboat and liferaft embarkation and lowering stations
- the craft's side to the waterline in the lightest seagoing condition, superstructure and deckhouse sides situated below and adjacent to the liferaft's and evacuation slide's embarkation areas.
.6 "Open Spaces" referred to in tables 7.4-1 and 7.4-2 by F, include the following areas:
- open spaces locations other than evacuation stations and external escape routes and control stations.
7.3.2 In approving structural fire protection details, the Administration shall have regard to the risk of heat transmission at intersections and terminal points of required thermal barriers.
Table 7.4-1
Structural fire protection times for separating bulkheads and decks of passenger craft
A | B | C | D | E | F | |||||
Areas of | 60 | 30 | - | |||||||
major | 60 1,2 | 60 | 60 3 | 60 | 3,4 | 60 | 3 | 60 | ||
fire hazard | 1,2 | 1 | 1,8 | 1 | 1 | 1,7,9 | ||||
Areas of | 30 | 3 | - | |||||||
moderate | 30 2 | 30 3 | 60 | 3,4 | 30 | 3 | ||||
fire hazard | 2 | 8 | ||||||||
Areas of minor fire hazard | 3 3 | 30 8,10 | 3,4 | 3 | 3 | 3 | - | |||
Control | 3,4 | 3 | 3 | - | ||||||
stations | ||||||||||
3,4 | 3,4 | |||||||||
Evacuation | 3 | - | ||||||||
stations and | 3 | |||||||||
escape routes | 3 | |||||||||
Open spaces | - | - | ||||||||
Table 7.4-2
Structural fire protection times for separating bulkheads and decks of cargo craft
A | B | C | D | E | F | |
60 | 30 | - | ||||
Areas of major | 60 1,2 | 60 | 60 3 | 60 3,4 | 60 3 | 60 |
fire hazard A | 1,2 | 1 | 1,8 | 1 | 1 | 1,7,9 |
Areas of moderate | 2,6 | 3 | 60 3,4 | 6 3 | - 3 | |
fire hazard B | 2,6 | 6 | ||||
Areas of minor fire hazard C | 3 3 | 30 3,4 8 | 3 3 | - 3 | ||
Control stations D | 3,4 | 3 | - 3 | |||
3,4 | 3,4 | |||||
Evacuation stations | - 3 | |||||
and | 3 | |||||
escape routes E | 3 | |||||
Open spaces F | - - |
NOTES:
The figures on either side of the diagonal line represent the required structural fire protection time for the protection system on the relevant side of the division. When steel construction is used and two different structural fire protection times are required for a division in the table, only the greater one need be applied.
1 The upper side of the decks of special category spaces, ro-ro spaces and open ro-ro spaces need not be insulated.
2 Where adjacent spaces are in the same alphabetical category and a note 2 appears, a bulkhead or deck between such spaces need not be fitted if deemed unnecessary by the Administration. For example, a bulkhead need not be required between two store-rooms. A bulkhead, is however, required between a machinery space and a special category space even through both spaces are in the same category.
3 No structural fire protection requirements; however, a smoke-tight division made of non-combustible or fire restricting material is required.
4 Control stations which are also auxiliary machinery spaces shall be provided with 30 min structural fire protection.
5 There are no special requirements for material or integrity of boundaries where only a dash appears in the tables.
6 The fire protection time is 0 min and the time for prevention of passage of smoke and flame is 30 min as determined by the first 30 min of the standard fire test.
7 Fire resisting divisions need not comply with 7.2.1.5.
8 When steel construction is used, fire resisting divisions adjacent to void spaces need not comply with 7.2.1.5.
9 The fire protection time may be reduced to 0 min for those parts of open ro-ro spaces which are not essential parts of the craft's main load bearing structure, where passengers have no access to them and the crew need not have access to them during any emergency.
10 On category A craft, this value may be reduced to 0 min where the craft is provided with only a single public space (excluding lavatories) protected by a sprinkler system and adjacent to the operating compartment.
7.4 Structural fire protection
7.4.1 Main structure
7.4.1.1 The requirements below apply to all craft irrespective of construction material. The structural fire protection times for separating bulkheads and decks shall be in accordance with tables 7.4-1 and 7.4.-2, and the structural fire protection times are all based on providing protection for a period of 60 min as referred to in 4.8.1. If any other lesser structural fire protection time is determined for category A craft and cargo craft by 4.8.1, then the times given below in 7.4.2.2 and 7.4.2.3 may be amended pro rata. In no case shall the structural fire protection time be less than 30 min.
7.4.1.2 In using tables 7.4-1 and 7.4-2, it shall be noted that the title of each category is intended to be typical rather than restricted. For determining the appropriate fire integrity standards to be applied to boundaries between adjacent spaces, where there is doubt as to their classification for the purpose of this section, they shall be treated as spaces within the relevant category having the most stringent boundary requirement.
7.4.1.3 The hull, superstructure, structural bulkheads, decks, deckhouses and pillars shall be constructed of approved non-combustible materials having adequate structural properties. The use of other fire-restricting materials may be permitted provided the requirements of this chapter are complied with and the materials are in compliance with the Fire Test Procedures Code.
7.4.2 Fire-resisting divisions
7.4.2.1 Areas of major and moderate fire hazard shall be enclosed by fire-resisting divisions complying with the requirements of 7.2.1 except where the omission of any such division would not affect the safety of the craft. These requirements need not apply to those parts of the structure in contact with water at the lightweight condition, but due regard shall be given to the effect of temperature of hull in contact with water and heat transfer from any uninsulated structure in contact with water to insulated structure above the water.
7.4.2.2 Fire-resisting bulkheads and decks shall be constructed to resist exposure to the standard fire test for a period of 30 min for areas of moderate fire hazard and 60 minutes for areas of major fire hazard except as provided in 7.4.1.1.
7.4.2.3 Main load-carrying structures within areas of major fire hazard and areas of moderate fire hazard and structures supporting control stations shall be arranged to distribute load such that there will be no collapse of the construction of the hull and superstructure when it is exposed to fire for the appropriate fire protection time. The load-carrying structure shall also comply with the requirements of 7.4.2.4 and 7.4.2.5.
7.4.2.4 If the structures specified in 7.4.2.3 are made of aluminium alloy their installation shall be such that the temperature of the core does not rise more than 200°C above the ambient temperature in accordance with the times in 7.4.1.1 and 7.4.2.2.
7.4.2.5 If the structures specified in 7.4.2.3 are made of combustible material, their insulation shall be such that their temperatures will not rise to a level where deterioration of the construction will occur during the exposure to the standard fire test in accordance with the Fire Test Procedures Code to such an extent that the load-carrying capability, in accordance with the times in 7.4.1.1 and 7.4.2.3, will be impaired.
7.4.2.6 The construction of all doors, and door frames in fire-resisting divisions, with the means of securing them when closed, shall provide resistance to fire as well as to the passage of smoke and flame equivalent to that of the bulkheads in which they are situated. Watertight doors of steel need not be insulated. Also, where a fire-resisting division is penetrated by pipes, ducts, electrical cables etc., arrangements shall be made to ensure that the fire-resisting integrity of the division is not impaired, and necessary testing shall be carried out in accordance with the Fire Test Procedures Code.
7.4.3 Restricted use of combustible materials
7.4.3.1 All separating divisions, ceilings or linings if not a fire resisting division, shall be of non-combustible or fire restricting materials. Draught stops shall be of non-combustible or fire-restricting material.
7.4.3.2 Where insulation is installed in areas in which it could come into contact with any flammable fluids or their vapours, its surface shall be impermeable to such flammable fluids of vapours.
7.4.3.3 Furniture and furnishings in public spaces and crew accommodation shall comply with the following standards:
.1 all case furniture is constructed entirely of approved non-combustible or fire-restricting materials, except that a combustible veneer with a calorific value not exceeding 45 MJ/m2 may be used on the exposed surface of such articles;
.2 all other furniture such as chairs, sofas and tables, is constructed with frames of non-combustible or fire-restricting materials;
.3 all draperies, curtains and other suspended textile materials have qualities of resistance to the propagation of flame, this being determined in accordance with the Fire Test Procedures Code;
.4 all upholstered furniture has qualities of resistance to the ignition and propagation of flame, this being determined in accordance with the Fire Test Procedures Code;
.5 all bedding components have qualities of resistance to the ignition and propagation of flame, this being determined in accordance with the Fire Test Procedures Code; and
.6 all deck finish materials comply with the Fire Test Procedures Code.
7.4.3.4 The following surfaces shall, as a minimum standard, be constructed of materials having low flame-spread characteristics:
.1 exposed surfaces in corridors and stairway enclosures, and of bulkheads (including windows), wall and ceiling linings in all public spaces, crew accommodation, service spaces, control stations and internal assembly and evacuation stations;
.2 surfaces in concealed or inaccessible spaces in corridors and stairway enclosures, public spaces, crew accommodation, service spaces, control stations and internal assembly and evacuation stations.
7.4.3.5 Any thermal and acoustic insulation shall be of non-combustible or of fire-restricting material. Vapour barriers and adhesives used in conjunction with insulation, as well as insulation of pipe fittings for cold service systems need not be non-combustible or fire-restricting, but they shall be kept to the minimum quantity practicable and their exposed surfaces shall have low flame spread characteristics.
7.4.3.6 Exposed surfaces in corridors and stairway enclosures, and of bulkheads (including windows), wall and ceiling linings, in all public spaces, crew accommodation, service spaces, control stations and internal assembly and evacuation stations shall be constructed of materials which, when exposed to fire, are not capable of producing excessive quantities of smoke or toxic products, this being determined in accordance with the Fire Test Procedures Code.
7.4.3.7 Void compartments, where low-density combustible materials are used to provide buoyancy, shall be protected from adjacent fire hazard areas by fire-resisting divisions, in accordance with tables 7.4-1 and 7.4-2. Also, the space and closures to it shall be gastight but it shall be ventilated to atmosphere.
7.4.3.8 In compartments where smoking is allowed, suitable non-combustible ash containers shall be provided. In compartments where smoking is not allowed, adequate notices shall be displayed.
7.4.3.9 The exhaust gas pipes shall be arranged so that the risk of fire is kept to a minimum. To this effect, the exhaust system shall be insulated and all compartments and structures which are contiguous with the exhaust system, or those which may be affected by increased temperatures caused by waste gases in normal operation or in an emergency, shall be constructed of non-combustible material or be shielded and insulated with non-combustible material to protect from high temperatures.
7.4.3.10 The design and arrangement of the exhaust manifolds or pipes shall be such as to ensure the safe discharge of exhaust gases.
7.4.4 Arrangement
7.4.4.1 Internal stairways connecting only two decks need only be enclosed at one deck by means of divisions and self-closing doors having the structural fire protection time as required by tables 7.4-1 and 7.4-2 for divisions separating those areas which each stairway serves. Stairways may be fitted in the open in a public space, provided they lie wholly within such public space.
7.4.4.2 Lift trunks shall be so fitted as to prevent the passage of smoke and flame from one deck to another and shall be provided with means of closing so as to permit the control of draught and smoke.
7.4.4.3 In public spaces, crew accommodation, service spaces, control stations, corridors and stairways, air spaces enclosed behind ceilings, panelling or linings shall be suitably divided by close-fitting draught stops not more than 14 m apart. On category A craft provided with only a single public space, draught stops need not be provided in such public space.
7.5 Fuel and other flammable fluid tanks and systems
7.5.1 Tanks containing fuel and other flammable fluids shall be separated from passenger, crew, and baggage compartments by vapour-proof enclosures or cofferdams which are suitably ventilated and drained.
7.5.2 Fuel oil tanks shall not be located in, be formed by any part of the structural boundary of, areas of major fire hazard. However, flammable fluids of a flashpoint not less than 60°C may be located within such areas provided the tanks are made of steel or other equivalent material.
7.5.3 Every fuel oil pipe which, if damaged, would allow oil to escape from a storage, settling or daily service tank shall be fitted with a cock or valve directly on the tank capable of being closed from a position outside the space concerned in the event of a fire occurring in the space in which such tanks are situated.
7.5.4 Pipes, valves and couplings conveying flammable fluids shall be of steel or such alternative material satisfactory to a standard*, in respect of strength and fire integrity having regard to the service pressure and the spaces in which they are installed. Wherever practicable, the use of flexible pipes shall be avoided.
7.5.5 Pipes, valves and couplings conveying flammable fluids shall be arranged as far from hot surfaces or air intakes of engine installations, electrical appliances and other potential sources of ignition as is practicable and be located or shielded so that the likelihood of fluid leakage coming into contact with such sources of ignition is kept to a minimum.
7.5.6 Fuel with a flash point below 35° shall not be used. In every craft in which fuel with a flashpoint below 43°C is used, the arrangements for the storage, distribution and utilization of the fuel shall be such that, having
regard to the hazard of fire and explosion which the use of such fuel may entail, the safety of the craft and of persons on board is preserved. The arrangements shall comply, in addition to the requirements of 7.5.1 to 7.5.5, with the following provisions:
.1 tanks for the storage of such fuel shall be located outside any machinery space and at a distance of not less than 760 mm inboard from the shell side and bottom plating, and from decks and bulkheads;
.2 arrangements shall be made to prevent overpressure in any fuel tank or in any part of the oil fuel system, including the filling pipes. Any relief valves and air or overflow pipes shall discharge to a position which, in the opinion of the Administration, is safe;
.3 the spaces in which fuel tanks are located shall be mechanically ventilated, using exhaust fans providing not less than six air changes per hour. The fans shall be such as to avoid the possibility of ignition of flammable gas- air mixtures. Suitable wire mesh guards shall be fitted over inlet and outlet ventilation openings. The outlets for such exhausts shall discharge to a position which, in the opinion of the Administration is safe. 'No Smoking' signs shall be posted at the entrance to such spaces;
.4 earthed electrical distribution systems shall not be used, with the exception of earthed intrinsically safe circuits;
* Refer to the Guidelines for the Application of Plastic Pipes on Ships, adopted by the Organization by resolution A.753(18).
.5 suitable certified safe type* electrical equipment be used in all spaces where fuel leakage could occur, including the ventilation system. Only electrical equipment and fittings essential for operational purposes shall be fitted in such spaces;
.6 a fixed vapour-detection system shall be installed in each space through which fuel lines pass, with alarms provided at the continuously manned control station;
.7 every fuel tanks shall, where necessary, be provided with "savealls" or gutters which would catch any fuel which may leak from such tank;
.8 safe and efficient means of ascertaining the amount of fuel contained in any tank shall be provided. Sounding pipes shall not terminate in any space where the risk of ignition of spillage from the sounding pipe might arise. In particular, they shall not terminate in passenger or crew spaces. The use of cylindrical gauge glasses is prohibited, except for cargo craft where the use of oil- level gauges with flat glasses and self-closing valves between the gauges and fuel tanks may be permitted by the Administration. Other means of ascertaining the amount of fuel contained in any tank may be permitted if such means do not require penetration below the top of the tank, and providing their failure or overfilling of the tank will not permit the release of fuel;
.9 during bunkering operations, no passenger shall be on board the craft or in the vicinity of the bunkering station, and adequate 'No Smoking' and 'No Naked Lights' signs shall be posted. Vessel-to-shore fuel connections shall be of closed type and suitably grounded during bunkering operations;
.10 the provision of fire detection and extinguishing systems in spaces where non-integral fuel tanks are located shall be in accordance with requirements of 7.7.1 to 7.7.3; and
.11 refuelling of the craft shall be done at the approved refuelling facilities, detailed in the route operational manual, at which the following fire appliances are provided:
* Refer to the Recommendations published by the International Electrotechnical Commission and, in particular, publication 60092 - Electrical Installations in Ships.
.11.1 a suitable foam applicator system consisting of monitors and foam-making branch pipes capable of delivering foam solution at a rate of not less than 500 l/m for not less than 10 min;
.11.2 dry powder extinguishers of total capacity not less than 50 kg; and
.11.3 carbon dioxide extinguishers of total capacity not less than 16 kg.
7.6 Ventilation
7.6.1 The main inlets and outlets of all ventilation systems shall be capable of being closed from outside the spaces being ventilated. In addition, such openings to areas of major fire hazard shall be capable of being closed from a continuously manned control station.
7.6.2 All ventilation fans shall be capable of being stopped from outside the spaces which they serve, and from outside the spaces in which they are installed. Ventilation fans serving areas of major fire hazard shall be capable of being operated from a continuously manned control station. The means provided for stopping the power ventilation to the machinery space shall be separated from the means provided for stopping ventilation of other spaces.
7.6.3 Areas of major fire hazard and spaces serving as assembly stations shall have independent ventilation systems and ventilation ducts. Ventilation ducts for areas of major fire hazard shall not pass through other spaces, unless they are contained within a trunk or in an extended machinery space or casing insulated in accordance with tables 7.4-1 and 7.4-2; ventilation ducts of other spaces shall not pass through areas of major fire hazard. Ventilation outlets from areas of major fire hazard shall not terminate within a distance of 1 m from any control station, evacuation station or external escape route. In addition, exhaust ducts from galley ranges shall be fitted with:
.1 a grease trap readily removable for cleaning unless an alternative approved grease removal system is fitted;
.2 a fire damper located in the lower end of the duct which is automatically and remotely operated, and in addition a remotely operated fire damper located in the upper end of the duct;
.3 a fixed means for extinguishing a fire within the duct;
.4 remote control arrangements for shutting off the exhaust fans and supply fans, for operating the fire dampers mentioned in .2 and for operating the fire-extinguishing system, which shall be placed in a position close to the
entrance to the galley. Where a multi-branch system is installed, means shall be provided to close all branches exhausting through the same main duct before an extinguishing medium is released into the system; and
.5 suitably located hatches for inspection and cleaning.
7.6.4 Where a ventilation duct passes through a fire-resisting division, a fail safe automatic closing fire damper shall be fitted adjacent to the division. The duct between the division and the damper shall be of steel or other equivalent material and insulated to the same standard as required for the fire resisting division. The fire damper may be omitted where ducts pass through spaces surrounded by fire-resisting divisions without serving those spaces providing that the duct has the same structural fire protection time as the divisions it penetrates. Where a ventilation duct passes through a smoke-tight division, a smoke damper shall be fitted at the penetration unless the duct which passes through the space does not serve that space.
7.6.5 Where ventilation systems penetrate decks, the arrangements shall be such that the effectiveness of the deck in resisting fire is not thereby impaired and precautions shall be taken to reduce the likelihood of smoke and hot gases passing from one between-deck space to another through the system.
7.6.6 All dampers fitted on fire-resisting or smoke-tight divisions shall also be capable of being manually closed from each side of the division in which they are fitted, except for those dampers fitted on ducts serving spaces not normally manned such as stores and toilets that may be manually operated only from outside the served spaces. All dampers shall also be capable of being remotely closed from the continuously manned control station.
7.6.7 Ducts shall be made of non-combustible or fire restricting material. Short ducts, however, may be of combustible materials subject to the following conditions:
.1 their cross-section does not exceed 0.02 m2;
.2 their length does not exceed 2 m;
.3 they may only be used at the terminal end of the ventilation system;
.4 they shall not be situated less than 600 mm from an opening in a fire-resisting or fire-restricting division; and
.5 their surfaces have low flame spread characteristics.
7.7 Fire detection and extinguishing systems
7.7.1 Fire detection systems
Areas of major and moderate fire hazard and other enclosed spaces not regularly occupied within public spaces and crew accommodation, such as toilets, stairway enclosures, corridors and escape routes shall be provided with an approved automatic smoke detection system and manually operated call points complying with the requirements of 7.7.1.1 and 7.7.1.3 to indicate at the control station the location of outbreak of a fire in all normal operating conditions of the installations. Detectors operated by heat instead of smoke may be installed in galleys. Main propulsion machinery room(s) shall in addition have detectors sensing other than smoke and be supervised by TV cameras monitored from the operating compartment. Manually operated call points shall be installed throughout the public spaces, crew accommodation, corridors and stairway enclosures, service spaces and where necessary control stations. One manually operated call point shall be located at each exit from these spaces and from areas of major fire hazard.
7.7.1.1 General requirements
.1 Any required fixed fire-detection and fire alarm system with manually operated call points shall be capable of immediate operation at all times.
.2 Power supplies and electric circuits necessary for the operation of the system shall be monitored for loss of power or fault conditions as appropriate. Occurrence of a fault condition shall initiate a visual and audible fault signal at the control panel which shall be distinct from a fire signal.
.3 There shall be not less than two sources of power supply for the electrical equipment used in the operation of the fixed fire-detection and fire alarm system, one of which shall be an emergency source. The supply shall be provided by separate feeders reserved solely for that purpose. Such feeders shall run to an automatic change-over switch situated in or adjacent to the control panel for the fire-detection system.
.4 Detectors and manually operated call points shall be grouped into sections. The activation of any detector or manually operated call point shall initiate a visual and audible fire signal at the control panel and indicating units. If the signals have not received attention within two minutes an audible alarm shall be automatically sounded throughout the crew accommodation and service spaces, control stations and machinery spaces. There shall be no time delay for the audible alarms in crew accommodation areas when all the control stations are
unattended. The alarm sounder system need not be an integral part of the detection system.
.5 The control panel shall be located in the operating compartment or in the main fire control station.
.6 Indicating units shall, as a minimum, denote the section in which a detector or manually operated call point has operated. At least one unit shall be so located that it is easily accessible to responsible members of the crew at all times, when at sea or in port, except when the craft is out of service. One indicating unit shall be located in the operating compartment if the control panel is located in the space other than the operating compartment.
.7 Clear information shall be displayed on or adjacent to each indicating unit about the spaces covered and the location of the sections.
.8 Where the fire-detection system does not include means of remotely identifying each detector individually, no section covering more than one deck within public spaces, crew accommodation, corridors, service spaces and control stations shall normally be permitted except a section which covers an enclosed stairway. In order to avoid delay in identifying the source of fire, the number of enclosed spaces included in each section shall be limited as determined by the Administration. In no case shall more than 50 enclosed spaces be permitted in any section. If the detection system is fitted with remotely and individually identifiable fire detectors, the sections may cover several decks and serve any number of enclosed spaces.
.9 In passenger craft, if there is no fire-detection system capable of remotely and individually identifying each detector, a section of detectors shall not serve spaces on both sides of the craft nor on more than one deck and neither shall it be situated in more than one zone according to 7.11.1 except that the Administration, if it is satisfied that the protection of the craft against fire will not thereby be reduced, may permit such a section of detectors to serve both sides of the craft and more than one deck. In passenger craft fitted with individually identifiable fire detectors, a section may serve spaces on both sides of the craft and on several decks.
.10 A section of fire detectors which covers a control station, a service space, a public space, crew accommodation, corridor or stairway enclosure shall not include a machinery space of major fire hazard.
.11 Detectors shall be operated by heat, smoke or other products of combustion, flame, or any combination of these factors. Detectors operated by other factors indicative of incipient fires may be considered by the Administration provided that they are no less sensitive than such detectors. Flame detectors shall only be used in addition to smoke or heat detectors.
.12 Suitable instructions and component spares for testing and maintenance shall be provided.
.13 The function of the detection system shall be periodically tested by means of equipment producing hot air at the appropriate temperature, or smoke or aerosol particles having the appropriate range of density or particle size, or other phenomena associated with incipient fires to which the detector is designed to respond. All detectors shall be of a type such that they can be tested for correct operation and restored to normal surveillance without the renewal of any component.
.14 The fire-detection system shall not be used for any other purpose, except that closing of fire doors and similar functions may be permitted at the control panel.
.15 Fire-detection systems with a zone address identification capability shall be so arranged that:
.1 a loop cannot be damaged at more than one point by a fire;
.2 means are provided to ensure that any fault (e.g., power break; short circuit; earth) occurring in the loop shall render the whole loop ineffective;
.3 all arrangements are made to enable the initial configuration of the system to be restored in the event of failure (electrical, electronic, informatic); and
.4 the first initiated fire alarm shall not prevent any other detector to initiate further fire alarms.
7.7.1.2 Installation requirements
.1 In addition to 7.7.1, manually operated call points shall be readily accessible in the corridors of each deck such that no part of the corridor is more than 20 m from a manually operated call point.
.2 Where a fixed fire-detection and fire alarm system is required for the protection of spaces other than stairways, corridors and escape routes, at least one detector complying with 7.7.1.1.11 shall be installed in each such space.
.3 Detectors shall be located for optimum performance. Positions near beams and ventilation ducts or other positions where patterns of air flow could adversely affect performance and positions where impact or physical damage is likely shall be avoided. In general, detectors which are located on the overhead shall be a minimum distance of 0.5 m away from bulkheads.
.4 The maximum spacing of detectors shall be in accordance with the table below:
Type of detector | Maximum floor area per detector | Maximum distance apart between centres | Maximum distance away from bulkheads |
Heat | 37 m2 | 9 m | 4.5 m |
Smoke | 74 m2 | 11 m | 5.5 m |
The Administration may require or permit other spacings based upon test data which demonstrate the characteristics of the detectors.
.5 Electrical wiring which forms parts of the system shall be so arranged as to avoid machinery spaces of major fire hazard, and other enclosed spaces of major fire hazard except, where it is necessary, to provide for fire detection or fire alarm in such spaces or to connect to the appropriate power supply.
7.7.1.3 Design requirements
.1 The system and equipment shall be suitably designed to withstand supply voltage variation and transients, ambient temperature changes, vibration, humidity, shock, impact and corrosion normally encountered in ships.
.2 Smoke detectors shall be certified to operate before the smoke density exceeds 12.5 % obscuration per metre, but not until the smoke density exceeds 2 % obscuration per metre. Smoke detectors to be installed in other spaces shall operate within sensitivity limits to the satisfaction
of the Administration having regard to the avoidance of detector insensitivity or over-sensitivity.
.3 Heat detectors shall be certified to operate before the temperature exceeds 78°C but not until the temperature exceeds 54°C, when the temperature is raised to those limits at a rate less than 1°C per minute. At higher rates of temperature rise, the heat detector shall operate within
temperature limits having regard to the avoidance to detector insensitivity or over-sensitivity.
.4 At the discretion of the Administration, the permissible temperature of operation of heat detectors may be increased to 30°C above the maximum deckhead temperature in drying rooms and similar spaces of a
normal high ambient temperature.
.5 Flame detectors corresponding to 7.7.1.1.11 shall have a sensitivity sufficient to determine flame against an illuminated space background and a false signal identification system.
7.7.2 Fire detection for periodically unattended machinery spaces
A fixed fire-detection and fire alarm system for periodically unattended machinery spaces shall comply with the following requirements:
.1 The fire-detection system shall be so designed and the detectors so positioned as to detect rapidly the onset of fire in any part of those spaces and under any normal conditions of operation of the machinery and variations of ventilation as required by the possible range of ambient temperatures. Except in spaces of restricted height and where their use is specially appropriate, detection systems using only thermal detectors shall not be permitted. The detection system shall initiate audible and visual alarms distinct in both respects from the alarms of any other system not indicating fire, in sufficient places to ensure that the alarms are heard and observed on the navigating bridge and by a responsible engineer officer. When the operating compartment is unmanned the alarm shall sound in a place where a responsible member of the crew is on duty.
.2 After installation, the system shall be tested under varying conditions of engine operation and ventilation.
7.7.3 Fixed fire-extinguishing systems
7.7.3.1 Areas of major fire hazard shall be protected by an approved fixed fire-extinguishing system operable from the control position which is
adequate for the fire hazard that may exist. The system shall comply with
7.7.3.2 and 7.7.3.3 or with alternative arrangements approved by the Administration taking into account the recommendations and guidelines developed by the Organization* and be capable of local manual control and remote control from the continuously manned control stations.
7.7.3.2 General requirements
.1 In all craft where gas is used as the extinguishing medium, the quantity of gas shall be sufficient to provide two independent discharges. The second discharge into the space shall only be activated manually from a position outside the space being protected. Where the space has a local fire-suppression system installed, based on the guidelines developed by the Organization*, to protect fuel oil, lubricating oil and hydraulic oil located near exhaust manifolds, turbo chargers or similar heated surfaces on main and auxiliary internal combustion engines, a second discharge need not be required.
.2 The use of a fire-extinguishing medium which, in the opinion of the Administration, either by itself or under expected conditions of use will adversely affect the earth's ozone layer and/or gives off toxic gases in such quantities as to endanger persons shall not be permitted.
.3 The necessary pipes for conveying fire-extinguishing medium into protected spaces shall be provided with control valves so marked as to indicate clearly the spaces to which the pipes are led. Non-return valves shall be installed in discharge lines between cylinders and manifolds. Suitable provision shall be made to prevent inadvertent admission of the medium to any space.
.4 The piping for the distribution of fire-extinguishing medium shall be arranged and discharge nozzles so positioned that a uniform distribution of medium is obtained.
* Refer to MSC/Circ.668 - Alternative arrangements for halon fire-extinguishing systems in machinery spaces and pump-rooms, and amendments thereto contained in MSC/Circ.728 - Revised test method for equivalent water-based fire extinguishing systems for machinery spaces of category A and cargo pump-rooms contained in MSC/Circ.668; and to MSC/Circ.848 - Revised Guidelines for the approval of equivalent fixed gas fire-extinguishing systems, as referred to in SOLAS 74, for machinery spaces and cargo pump-rooms.
* Refer to the Guidelines for the approval of water-based local application of fixed fire-suppression systems, to be developed by the Organization.
.5 Means shall be provided to close all openings which may admit air to, or allow gas to escape from, a protected space.
.6 Where the volume of free air contained in air receivers in any space is such that, if released in such space in the event of fire, such release of air within that space would seriously affect the efficiency of the fixed fire-extinguishing system, the Administration shall require the provision of an additional quantity of fire-extinguishing medium.
.7 Means shall be provided for automatically giving audible warning of the release of fire-extinguishing medium into any space in which personnel normally work or to which they have access. The alarm shall operate for a suitable period before the medium is released, but not less than 20
s. Visible alarm shall be arranged in addition to the audible alarm.
.8 The means of control of any fixed gas fire-extinguishing system shall be readily accessible and simple to operate and shall be grouped together in as few locations as possible at positions not likely to be cut off by a fire in a protected space. At each location there shall be clear instructions relating to the operation of the system, having regard to the safety of personnel.
.9 Automatic release of fire-extinguishing medium shall not be permitted.
.10 Where the quantity of extinguishing medium is required to protect more than one space, the quantity of medium available need not be more than the largest quantity required for any one space so protected.
.11 Pressure containers required for the storage of fire-extinguishing medium shall be located outside protected spaces in accordance with 7.7.3.2.14. Pressure containers may be located inside the space to be protected if in the event of accidental release persons will not be endangered.
.12 Means shall be provided for the crew to safely check the quantity of medium in the containers.
.13 Containers for the storage of fire-extinguishing medium and associated pressure components shall be designed having regard to their locations and maximum ambient temperatures expected in service.
.14 When the fire-extinguishing medium is stored outside a protected space, it shall be stored in a room which shall be situated in a safe and readily accessible position and shall be effectively ventilated. Any entrance to such a storage room shall preferably be from the open deck and in any case shall be independent of the protected space. Access doors shall open outwards, and bulkheads and decks including doors and other means of closing any opening therein, which form the boundaries between such rooms and adjoining enclosed spaces, shall be gas tight. Such storage rooms shall be treated as control rooms.
.15 Spare parts for the system shall be stored on board or at a base port.
.16 If the release of a fire extinguishing medium produces significant over or under pressurisation in the protected space, means shall be provided to limit the induced pressures to acceptable limits to avoid structural damage.
7.7.3.3 Carbon dioxide systems
.1 For cargo spaces, the quantity of carbon dioxide available shall, unless otherwise provided, be sufficient to give a minimum volume of free gas equal to 30 % of the gross volume of the largest cargo space so protected in the craft.
.2 For machinery spaces, the quantity of carbon dioxide carried shall be sufficient to give a minimum volume of free gas equal to the larger of the following volumes, either:
.2.1 40 % of the gross volume of the largest machinery space so protected, the volume to exclude that part of the casing above the level at which the horizontal area of the casing is 40 % or less of the horizontal area of the space concerned taken midway between the tank top and the lowest part of the casing; or
.2.2 35 % of the gross volume of the largest machinery space protected, including the casing;
provided that the above-mentioned percentages may be reduced to 35 % and 30 % respectively for cargo craft of less than 2,000 gross tonnage; provided also that if two or more machinery spaces are not entirely separate they shall be considered as forming one space.
.3 For the purpose of this paragraph the volume of free carbon dioxide shall be calculated at 0.56 m3/kg.
.4 For machinery spaces, the fixed piping system shall be such that 85 % of the gas can be discharged into the space within 2 min.
.5 Two separate controls shall be provided for releasing carbon dioxide into a protected space and to ensure the activation of the alarm. One control shall be used to discharge the gas from its storage containers. A second control shall be used for opening the valve of the piping which conveys the gas into the protected spaces.
.6 The two controls shall be located inside a release box clearly identified for the particular space. If the box containing the controls is to be locked, a key to the box shall be in a break-glass type enclosure conspicuously located adjacent to the box.
7.7.4 Portable fire extinguishers
Control stations, public spaces, crew accommodation, corridors and service spaces shall be provided with portable fire extinguishers of approved type and design. At least five portable extinguishers shall be provided, and so positioned, as to be readily available for immediate use. In addition, at least one extinguisher suitable for machinery space fires shall be positioned outside each machinery space entrance.
7.7.5 Fire pumps, fire mains, hydrants and hoses
Fire pumps, and appropriate associated equipment, or alternative effective fire-extinguishing systems shall be fitted as follows:
.1 At least two independently driven pumps shall be arranged. Each pump shall have at least two-thirds the capacity of a bilge pump as determined by 10.3.5 and
10.3.6 but not less than 25 m3/h. Each fire pump shall be able to deliver sufficient quantity and pressure of water to simultaneously operate the hydrants as required by .4.
.2 The arrangement of the pumps shall be such that in the event of a fire in any one compartment, all the fire pumps will not be put out of action.
.3 Isolating valves to separate the section of the fire main within the machinery space containing the main fire pump or pumps from the rest of the fire main shall be fitted in an easily accessible and tenable position outside the machinery spaces. The fire main shall be so arranged