MSC 73/21/Add.1 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. I:\MSC\73\21-A1.DOC MSC 73/21/Add.1 ANNEX 5 Page 2 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 I:\MSC\73\21-A1.DOC MSC 73/21/Add.1 ANNEX 5 Page 3 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 I:\MSC\73\21-A1.DOC MSC 73/21/Add.1 ANNEX 5 Page 4 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 I:\MSC\73\21-A1.DOC MSC 73/21/Add.1 ANNEX 5 Page 5 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 SYSTEMS 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 I:\MSC\73\21-A1.DOC MSC 73/21/Add.1 ANNEX 5 Page 6 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 I:\MSC\73\21-A1.DOC MSC 73/21/Add.1 ANNEX 5 Page 7 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 I:\MSC\73\21-A1.DOC MSC 73/21/Add.1 ANNEX 5 Page 8 CHAPTER 18 - OPERATIONAL REQUIREMENTS Part A - General 18.1 Craft operational control 18.2 Craft documentation 18.3 Training and qualifications 18.4 Manning 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 I:\MSC\73\21-A1.DOC MSC 73/21/Add.1 ANNEX 5 Page 9 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. I:\MSC\73\21-A1.DOC MSC 73/21/Add.1 ANNEX 5 Page 10 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. I:\MSC\73\21-A1.DOC