Resolution
MSC.36(63)
ADOPTION OF THE INTERNATIONAL CODE OF SAFETY FOR HIGH SPEED CRAFT
(adopted on 20 May 1994)
THE
MARITIME SAFETY COMMITTEE,
RECALLING
Article 28(b) of the Convention on the International Maritime Organization
concerning the functions of the Committee,
RECALLING
FURTHER resolution A.373(X) by which the Assembly, when adopting on 14 November
1977 the Code of Safety for Dynamically Supported Craft (DSC Code) for craft
such as hydrofoil boats and air-cushion vehicles which were increasingly being
introduced in international transport, authorized the Maritime Safety Committee
to amend the DSC Code as may be necessary,
RECOGNIZING
the continual development of novel types and sizes of high speed craft, which
are not necessarily dynamically supported, cargo craft, passenger craft
carrying larger numbers of passengers or operating at greater distances from
places of refuge than permitted by the DSC Code,
RECOGNIZING
FURTHER that improvements of maritime safety standards since the adoption of
the DSC Code are required to be reflected in the provisions for the design,
construction, equipment and operation of high speed craft in order to maintain
certification and safety equivalence with conventional ships,
NOTING
that the SOLAS Conference to be held from 17 to 24 May 1994 will be invited to
adopt amendments to the 1974 SOLAS Convention which, inter alia, include a new
chapter X on Safety measures for high speed craft, to make the provisions of
the International Code of Safety for High Speed Craft (HSC Code) mandatory
under that Convention for all such craft constructed on or after 1 January
1996,
HAVING
CONSIDERED at its sixty-third session the text of the proposed HSC Code which
has been developed following a thorough revision of the DSC Code,
ADOPTS
the HSC Code, the text of which is set out in the Annex to the present
resolution;
NOTES
that under the proposed chapter X of the 1974 SOLAS Convention, amendments to
the HSC Code shall be adopted, brought into force and shall take effect in
accordance with the provisions of article VIII of that Convention concerning
the amendment procedures applicable to the Annex to the Convention other than
chapter I;
REQUESTS
the Secretary-General to transmit a copy of the present resolution together
with the text of the HSC Code to all Members of the Organization and to all
Contracting Governments to the 1974 SOLAS Convention which are not Members of
the Organization;
RECOMMENDS
Governments to apply the Code on a voluntary basis in respect of craft
constructed between the adoption of this resolution and the entry into force of
the amendments to the 1974 SOLAS Convention referred to above as may be adopted
by the 1994 SOLAS Conference.
Annex.
INTERNATIONAL CODE OF SAFETY FOR HIGH SPEED CRAFT
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 years, 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.
This Code has been derived from the previous Code of Safety for Dynamically
Supported Craft (DSC) adopted by IMO in 1977. The Code recognized 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. This revised Code has been prepared
in recognition of the growth in size and types of high speed craft now existing
and is intended to facilitate future research and development of fast sea
transportation in order that they may be accepted internationally.
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.
The 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 Load Line Convention. 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 Code of
Safety for Dynamically Supported Craft. 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, passenger
craft carrying larger numbers of passengers or operating further afield than
permitted by that Code to be certified according to those concepts.
Additionally, improvements of maritime safety standards since 1977 were
required to be reflected in the revisions of the Code to maintain safety
equivalence with conventional ships.
9.
Accordingly, two differing principles of protection and rescue were developed.
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 of the Code 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 is
achieved. Where the application of new technology or design indicates an
equivalent safety level to the strict application of the 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 the 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.
CHAPTER 1.
General comment and requirements
This
Code should 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 should 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 International Convention on Load Lines, 1966
(Load Line Convention) by the application of constructional and equipment
standards in conjunction with strict operational controls.
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*;
_______________
* Refer to the International
Safety Management (ISM) Code adopted by the Organization by resolution
A.741(18).
.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 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;
.6 adequate
communications facilities, weather forecasts and maintenance facilities are
available within the area of operation;
.7 in the
intended area of operation there will be suitable rescue facilities 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 that all
passengers and crew are provided with seats;
.11 that no
enclosed sleeping berths for passengers are provided;
.12 where the
Administration has made a comprehensive review of the adequacy of the fire
safety measures and evacuation procedures for the crew accommodation, sleeping
berths for crew may be permitted.
1.3.1
This Code applies to high speed craft which are engaged in international
voyages.
1.3.2
This Code applies to:
.1 passenger
craft which do not proceed in the course of their voyage more than 4 h at
operational speed from a place of refuge when fully laden; 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.
1.3.3
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 built;
.4 pleasure
craft not engaged in trade; and
.5 fishing
craft.
1.3.4
This Code does not apply to craft solely navigating the Great Lakes of North
America and the River St. Lawrence 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.
1.3.5
The application of this Code should be verified by the Administration and be
acceptable to the Governments of the States to which the craft will be operating.
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
"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.
1.4.4
"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.
1.4.5
"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.
1.4.6
"Base port State" means the State in which the base port is located.
1.4.7
"Breadth (B)" means breadth 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.
1.4.8
"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.
1.4.9
"Cargo spaces" are all spaces other than special category spaces used
for cargo and trunks to such spaces.
1.4.10
"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 h; and
.2 carrying not
more than 450 passengers.
1.4.11
"Category B craft" is any high speed passenger craft, other than a
category A craft, with machinery and safety systems arranged