High Speed Craft Rules

Rules for the Classification of
High Speed Craft

These rules have been established jointly by
BUREAU
VERITAS
GERMANISCHER
LLOYD
REGISTRO
ITALIANO NAVALE
as Members of
EEIG UNITAS
NR 396 UNITAS R02 E
17 bis, Place des Reflets La Dfense 2 92400 Courbevoie

Postal Address : 92077 Paris La Dfense Cedex
Tel. 33 (0) 1 42 91 52 91 Fax. 33 (0) 1 42 91 52 93
Email: veristarinfo@bureauveritas.com
Web: http://www.veristar.com
February 2002
MARINE DIVISION GENERAL CONDITIONS

ARTICLE 1
1.1. - BUREAU VERITAS is a Society the purpose of whose Marine Division (the
Society) is the classification ( Classification ) of any ship or ve ssel or structure of any
type or part of it or system therein collectively hereinafter referred to as a Unit whether
linked to shore, river bed or sea bed or not, whether operated or located at sea or in
inland waters or partly on land, including submarines, hovercrafts, drilling rigs, offshore
installations of any type and of any purpose, their related and ancillary equipment, subsea
or not, such as well head and pipelines, mooring legs and mooring points or otherwise as
decided by the Society.
The Society:
prepares and publishes Rules for classification, Guidance Notes and other
documents ( Rules );
issues Certificates, Attestations and Reports following its interventions

( Certificates );
publishes Registers.
1.2. - The Society also participates in the application of National and International
Regulations or Standards, in particular by delegation from different Governments. Those
activities are hereafter collectively referred to as Certification .
1.3. - The Society can also provide services related to Classification and Certification
such as ship and company safety management certification; training activities; all
activities and duties incidental thereto such as documentation on any supporting means,
software, instrumentation, measurements, tests and trials on board.
1.4. - The interventions mentioned in 1.1., 1.2. and 1.3. are referred to as Services .
The party and/or its representative requesting the services is hereinafter referred to as the
Client .
The Services are prepared and carried out on the assumption that the Clients are
aware of the International Maritime and/or Offshore Industry (the Industry)
practices.
1.5. - The Society is neither and may not be considered as an Underwriter, Broker in
ships sale or chartering, Expert in Units valuation, Consulting Engineer, Controller, Naval
Architect, Manufacturer, Shipbuilder, Repair yard, Charterer or Shipowner who are not
relieved of any of their expressed or implied obligations by the interventions of the
Society.
ARTICLE 2
2.1. - Classification is the appraisement given by the Society for its Client, at a certain
date, following surveys by its Surveyors along the lines specified in Articles 3 and 4
hereafter on the level of compliance of a Unit to its Rules or part of them. This
appraisement is represented by a class entered on the Certificates and periodically
transcribed in the Societys Register.
2.2. - Certification is carried out by the Society along the same lines as set out in Articles
3 and 4 hereafter and with reference to the applicable National and International
Regulations or Standards.
2.3. - It is incumbent upon the Client to maintain the condition of the Unit after
surveys, to present the Unit for surveys and to inform the Society without delay of
circumstances which may affect the given appraisement or cause to modify its
scope.
2.4. - The Client is to give to the Society all access and information necessary for the
performance of the requested Services.
ARTICLE 3
3.1. - The Rules, procedures and instructions of the Society take into a ccount at the
date of their preparation the state of currently available and proven technical
knowledge of the Industry. They are not a code of construction neither a guide for
maintenance or a safety handbook.
Committees consisting of personalities from the Industry contribute to the development of
those documents.
3.2. - The Society only is qualified to apply its Rules and to interpret them. Any
reference to them is void unless it involves the Societys intervention.
3.3. - The Services of the Society are carried out by professional Surveyors according to
the Code of Ethics of the Members of the International Association of Classification
Societies (IACS).
3.4. - The operations of the Society in providing its Services make use of random
inspections and are absolutely exclusive of any monitoring and thorough verification.
ARTICLE 4
4.1. - The Society, acting by reference to its Rules:
reviews the construction arrangements of the Units as shown on the documents

presented by the Client;
conducts surveys at the place of their construction;
classes Units and enters their name in its Register;
surveys periodically the Units in service to note that the requirements for the
maintenance of class are met.
The Client is to inform the Soc iety without delay of circumstances which may cause
the date or the extent of the surveys to be changed.
ARTICLE 5
5.1. - The Society acts as a provider of services. This cannot be construed as an
obligation bearing on the Society to obtain a result or in a warranty.
5.2. - The certificates issued by the Society pursuant to 5.1. here above are a
statement on the level of compliance of the Unit to its Rules or to the documents of
reference for the Services provided for.
In particular, the Society does not engage in any work relating to the design,
building, production or repair checks, neither in the operation of the Units or in their
trade, neither in any advisory services, and cannot be held liable on those accounts.
Its certificates cannot be construed as an implied or express warranty of safety,
fitness for the purpose, seaworth iness of the Unit or of its value for sale, insurance
or chartering.
BV Mod. Ad. ME 545 h - 06/2000
5.3. - The Society does not declare the acceptance or commissioning of a Unit, that
being the exclusive responsibility of its owner.
5.4. - The Services of the Society cannot create any obligation bearing on the
Society or constitute any warranty of proper operation, beyond any representation
set forth in the Rules, of any Unit, equipment or machinery, computer software of any
sort or other comparable concepts that has been subject to any survey by the
Society.
ARTICLE 6
6.1. - The Society accepts no responsibility for the use of information related to its
Services which was not provided for the purpose by the Society or with its assistance.
6.2. - If the Services of the Society cause to the Client a damage which is proved to
be the direct and reasonably foreseeable consequence of an error or omission of the
Society, its liability towards the Client is limited to ten times the amount of fee paid
for the Service having caused the damage. This limit is subject to a minimum of fifty
thousand (50.000) French francs, and to a maximum which is the greater of five
millions (5.000.000) French francs and one and a half times the above mentioned fee.
The Society bears no liability for indirect or consequential loss such as e.g. loss of
revenue, loss of profit, loss of production, loss relative to other contracts and
indemnities for termination of other agreements.
6.3. - All claims are to be presented to the Society in writing and on pain of
debarment by right, within three months of the date the Services were supplied or of
the date the events which are taken advantage of were first known.
ARTICLE 7
7.1. - Requests for Services are to be in writing.
7.2. - Either the Client or the Society can terminate as of right the requested Services
by prior written notice according to paragraph 7.3., for convenience, and without
prejudice to the provisions in Article 8 hereunder.
7.3. - The notice due by the Society to the Client to exercise the possibility under 7.2.
is of three calendar months and conversely, of ten banking days.
7.4. - The class granted to the concerned Units and the previously issued certificates
remain valid until the date of effect of the notice issued according to 7.2. hereabove
subject to compliance with 2.3. hereabove and Article 8 hereunder.
ARTICLE 8
8.1. - The Services of the Society, whether completed or not, involve the payment of fee
upon receipt of the invoice and the reimbursement of the expenses incurred.
8.2. - The class of a Unit may be suspended in the event of non-payment of fee after a
first unfruitful notification to pay.
ARTICLE 9
9.1. - The documents and data provided to or prepared by the Society for its Services, and
the information available to the Society, are treated as confidential. However:
Clients have access to the data they have provided to the Society and to the reports
and certificates which have been prepared for them;
copy of the documents made available for the classification of the Unit can be
handed over to another Classification Society Member of the International
Association of Classification Societies (IACS) in case of the Units transfer of class;
the data relative to the evolution of the Register, to the class suspension and to the
survey status of the Units are passed on to IACS according to the association
working rules;
technical records and history related to specific class notations may be transferred to
the new owner in case of change of ownership;
the certificates, documents and information relative to the Units classed with the
Society are passed on upon order of the flag authorities of the Unit or of a Court
having jurisdiction.
The documents and data are subject to a file management plan.
ARTICLE 10
10.1. - Any delay or shortcoming in the performance of its Services by the Society arising
from an event not reasonably foreseeable by or beyond the control of the Society shall be
deemed not to be a breach of contract.
ARTICLE 11
11.1. - The Society may designate another Surveyor at the request of the Client in case of
diverging opinions during surveys.
11.2. - Disagreements of a technical nature between the Client and the Society can be
submitted by the Society to the advice of its Classification Committee.
ARTICLE 12
12.1. - Disputes over the Services carried out by delegation of Governments are assessed
within the framework of the applicable agreements with the States, international
Conventions and national rules.
12.2. - Disputes arising out of the payment of the Societys invoices by the Client are
submitted to the Court of Nanterre, France.
12.3. - Other disputes over the present General Conditions or over the Services of
the Society are exclusively submitted to arbitration in London according to the
London arbitration procedural rules in force. English law applies.
ARTICLE 13
13.1. - These General Conditions constitute the sole contractual oblig ations binding
together the Society and the Client, to the exclusion of all other representation,
statements, terms, conditions whether express or implied. They may be varied in
writing by mutual agreement.
13.2. - The invalidity of one or more stipulations of the present General Conditions does
not affect the validity of the remaining provisions.
13.3. - The definitions herein take precedence over any definitions serving the same
purpose which may appear in other documents issued by the Society.
RULES FOR THE CLASSIFICATION

OF HIGH SPEED CRAFT
Premise
Preamble of the International Code of Safety for High-Speed Craft, 2000
Chapter
General Comments and Requirements
Chapter
Buoyancy, Stability and Subdivision
Chapter
Structures
Chapter
Accommodation and Escape Measures
Chapter
Directional Control Systems
Chapter
Anchoring, Towing and Berthing
Chapter
Fire Safety
Chapter
Life-Saving Appliances and Arrangements
Chapter
Machinery
Chapter
10
Auxiliary Systems
Chapter
11
Remote Control, Alarm and Safety Systems
Chapter
12
Electrical Installations
Chapter
13
Shipborne Navigational Systems and Equipment and Voyage Data Recorders
Chapter
14
Radiocommunications
Chapter
15
Operating Compartment Layout
Chapter
16
Stabilization Systems
Chapter
17
Handling, Controllability and Performance
Chapter
18
Operational Requirements
Chapter
19
Inspection and Maintenance Requirements
Annex
Form of High-Speed Craft Safety Certificate and Record of Equipment
Annex
Form of Permit to Operate High-Speed Craft
Annex
Use of Probability Concept
Annex
Procedures for Failure Mode and Effects Analysis
Annex
Ice Accretion Applicable to All Types of Craft
Annex
Stability of Hydrofoil Craft
Annex
Stability of Multihull Craft
Annex
Stability of Monohull Craft
Annex
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
February 2002
Unless otherwise specified, these rules apply to ships for which contracts are signed after
April 30th, 2002. The Society may refer to the contents hereof before April 30th, 2002 at
the special request of the party applying for classification.
Bureau Veritas
February 2002
HSC Table of Contents
Table of Contents
Premise
P.1
P.2
P.3
P.4
P.5
General
Application
Class notation
Compliance with other rules
Novel or unusual features
11
11
12
12
12
Chapter
General Comments and Requirements

1.1
1.2
1.3
1.4
1.5
1.6
1.7
1.8
1.9
1.10
1.11
1.12
1.13
1.14
1.15
Chapter
15
15
15
16
20
21
21
21
22
23
23
23
23
24
24
Buoyancy, Stability and Subdivision

C2.0
2.1
2.2
2.3
2.4
2.5
2.6
2.7
2.8
2.9
2.10
2.11
2.12
2.13
2.14
2.15
2.16
February 2002
General comments
General requirements
Application
Definitions
Surveys
Approvals
Maintenance of conditions after survey
High-Speed Craft Safety Certificate
Permit to Operate High-Speed Craft
Control
Equivalents
Information to be made available
Further developments
Circulation of safety information
Review of the code
Documents to be submitted
General
Intact buoyancy and watertight and weathertight integrity
Intact stability in the displacement mode
Intact stability in the non-displacement mode
Intact stability in the transitional mode
Buoyancy and stability in the displacement mode following damage
Inclining and stability information
Loading and stability assessment
Marking and recording of the design waterline
General
Intact stability in the displacement mode
Intact stability in the non-displacement mode
Inclining
Bureau Veritas
25
25
26
31
31
32
32
34
35
35
36
36
36
36
36
38
38
Chapter
Structures
C3.0
3.1
3.2
3.3
3.4
3.5
3.6
C3.1
C3.2
C3.3
C3.4
C3.5
C3.6
C3.7
C3.8
C3.9
C3.10
C3.11
C3A1.1
C3A1.2
C3A1.3
C3A1.4
C3A1.5
C3A1.6
C3A1.7
C3A2.1
C3A2.2
C3A2.3
C3A2.4
C3A2.5
C3A2.6
C3A2.7
C3A2.8
C3A2.9
Chapter
39
40
40
40
40
40
40
40
42
51
54
58
62
66
87
100
102
109
110
110
110
110
111
111
114
116
116
117
117
120
121
121
123
123
Accommodation and Escape Measures

C4.0
4.1
4.2
4.3
4.4
4.5
4.6
4.7
4.8
4.9
4.10
4.11
General
Materials
Structural strength
Cyclic loads
Design criteria
Trials
General
Materials and connections
Design acceleration
Overall loads
Local loads
Direct calculations for monohulls and catamarans
Steel and aluminium alloy craft
Fibre-reinforced plastic craft
Hull appendages
Rudders
Stabilisation means
Foreword
General
Definitions and symbols
Longitudinal strength
Local strength
Foils
Foreword
General
Scantlings criteria
Load factors
Strength limits and safety coefficients
Cases of scantlings
Allowable stresses
Distortions
General
Public address and information system
Design acceleration levels
Accommodation design
Seating construction
Safety belts
Exits and means of escape
Evacuation time
Baggage, stores, shops and cargo compartments
Noise levels
Protection of the crew and passengers
Bureau Veritas
124
124
124
125
126
127
127
127
128
129
130
130
February 2002
Chapter
Directional Control Systems

C5.0
5.1
5.2
5.3
5.4
Chapter
134
134
134
134
134
135
General Requirements
Definitions
Classification of space use
Structural fire protection
Fuel and other flammable fluid tanks and systems
Ventilation
Fire detection and extinguishing systems
Protection of special category spaces and ro-ro spaces
Miscellaneous
Firefighter's outfits
Arrangement
Ventilation
Fixed sprinkler system
Control stations
Cargo spaces
General
141
141
142
142
143
147
148
149
154
156
157
158
158
158
159
159
159
160
Life-Saving Appliances and Arrangements

8.1
8.2
8.3
8.4
8.5
8.6
8.7
8.8
8.9
8.10
8.11
February 2002
General
Anchoring
Towing
Berthing
Equipment
Fire Safety
C7.0
7.1
7.2
7.3
7.4
7.5
7.6
7.7
7.8
7.9
7.10
7.11
7.12
7.13
7.14
7.15
7.16
7.17
Chapter
131
131
131
133
133
Anchoring, Towing and Berthing

C6.0
6.1
6.2
6.3
6.4
C6.5
Chapter
General
Reliability
Demonstrations
Control position
General and definitions

Communications
Personal life-saving appliances
Muster list, emergency instructions and manuals
Operating instructions
Survival craft stowage
Survival craft and rescue boat embarkation and recovery arrangements
Line-throwing appliance
Operational readiness, maintenance and inspections
Survival craft and rescue boats
Helicopter pick-up areas
Bureau Veritas
164
165
165
166
166
167
167
168
168
170
170
Chapter
Machinery
9.1
9.2
9.3
9.4
9.5
9.6
9.7
9.8
9.9
Chapter 10
10.9
C10.B.1
10.10
C10.C.1
180
180
188
191
192
193
193
193
194
194
195
196
196
196
197
199
199
199
199
Definitions
General
Emergency controls
Alarm system
Safety system
Stand-by systems
200
200
200
201
202
203
204
Electrical Installations
C12.0
12.1
12.2
12.3
12.4
12.5
General
Arrangement of oil fuel, lubricating oil and other flammable oil
Bilge pumping and drainage systems
Ballast systems
Cooling systems
Engine air intake systems
Ventilation systems
Exhaust systems
Compressed air systems
Steam heating, feedwater and condensate systems
Air, overflow and sounding pipes
Drinking water systems
Sanitary systems
Hydraulic systems for hatch covers, shell closing appliances,
watertight doors and hoists
Operating systems for watertight doors
Bilge pumping systems
Hydraulic operating systems for watertight doors
Remote Control, Alarm and Safety Systems

C11.0
11.1
11.2
11.3
11.4
11.5
C11.6
Chapter 12
171
174
174
175
177
178
179
179
179
Auxiliary Systems
C10.0
10.1
10.2
10.3
10.4
10.5
10.6
10.7
10.8
C10.A.1
C10.A.2
C10.A.3
C10.A.4
C10.A.5
C10.A.6
Chapter 11
General
Engine (general)
Gas turbines
Diesel engines for main propulsion and essential auxiliaries
Transmissions
Propulsion and lift devices
Independent means of propulsion for category B craft
Means for return to a port of refuge for category B craft
Essential machinery and control
General
Main source of electrical power
Emergency source of electrical power
Starting arrangements for emergency generating sets
Steering and stabilization
Bureau Veritas
205
205
206
208
209
209
February 2002
12.6
12.7
12.8
Chapter 13
218
218
218
218
218
219
219
219
219
219
219
219
219
220
220
220
220
221
Application
Terms and definitions
Exemptions
Global maritime distress and safety system identities
Functional requirements
Radio installations
Radio equipment: general
Radio equipment: sea area A1
Radio equipment: sea areas A1 and A2
Radio equipment: sea areas A1, A2 and A3
Radio equipment: sea areas A1, A2, A3 and A4
Watches
Sources of energy
Performance standards
Maintenance requirements
Radio personnel
Radio records
Position-updating
222
222
223
223
223
223
224
225
225
226
227
227
227
228
229
229
229
229
Operating Compartment Layout

15.1
15.2
15.3
15.4
February 2002
General
Compasses
Speed and distance measurement
Echo-sounding device
Radar installations
Electronic positioning systems
Rate-of-turn indicator and rudder angle indicator
Nautical charts and nautical publications
Searchlight and daylight signalling lamp
Night vision equipment
Steering arrangement and propulsion indicator(s)
Automatic steering aid (automatic pilot)
Radar reflector
Sound reception system
Automatic identification system
Voyage data recorder
Approval of systems and equipment, and performance standards
Electric power supply-distribution panels
Radiocommunications
14.1
14.2
14.3
14.4
14.5
14.6
14.7
14.8
14.9
14.10
14.11
14.12
14.13
14.14
14.15
14.16
14.17
14.18
Chapter 15
210
213
216
Shipborne Navigational Systems and Equipment and Voyage Data

Recorders
13.1
13.2
13.3
13.4
13.5
13.6
13.7
13.8
13.9
13.10
13.11
13.12
13.13
13.14
13.15
13.16
13.17
C13.18
Chapter 14
Precautions against shock, fire and other hazards of electrical origin

General
General
Definitions
General
Field of vision from the operating compartment
Operating compartment
Bureau Veritas
230
230
230
230
15.5
15.6
15.7
15.8
15.9
15.10
15.11
Chapter 16
Definitions
Lateral and height control systems
Demonstrations
233
233
233
234
Handling, Controllability and Performance

17.1
17.2
17.3
17.4
17.5
17.6
17.7
17.8
17.9
17.10
17.11
17.12
Chapter 18
231
232
232
232
232
232
232
Stabilization Systems
16.1
16.2
16.3
16.4
Chapter 17
Instruments and chart table

Lighting
Windows
Communication facilities
Temperature and ventilation
Colours
Safety measures
General
Proof of compliance
Weight and centre of gravity
Effect of failures
Controllability and manuvrability
Change of operating surface and mode
Surface irregularities
Acceleration and deceleration
Speeds
Minimum depth of water
Hard structure clearance
Night operation
235
235
235
235
235
236
236
236
236
236
236
236
Operational Requirements
C18.0
18.1
18.2
18.3
18.4
18.5
18.6
18.7
18.8
Craft operational control
Craft documentation
Training and qualifications
Manning of survival craft and supervision
Emergency instructions and drills
Type rating training
237
237
238
240
241
242
243
243
244
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
Bureau Veritas
February 2002
Annex 3
Use of Probability Concept

1
2
3
Annex 4
269
269
269
Surface-piercing hydrofoils
Fully submerged hydrofoils
271
272
Stability criteria in the intact condition

Criteria for residual stability after damage
Application of heeling levers
274
275
276
Stability of Monohull Craft

1
2
February 2002
Icing allowances
Areas of icing conditions
Special requirements
Stability of Multihull Craft

1
2
3
Annex 8
262
262
262
262
263
263
263
264
264
264
264
265
265
265
265
266
266
Stability of Hydrofoil Craft

1
2
Annex 7
Document to be submitted
Introduction
Objectives
Scope of application
System failure mode and effects analysis
Equipment failure mode and effects analysis
Procedures
System definition
Development of system block diagrams
Identification of failure modes, causes and effects
Failure effects
Failure detection
Corrective measures
Use of probability concept
Documentation
Test programme
FMEA Report
Ice Accretion Applicable to All Types of Craft

1
2
3
Annex 6
258
258
260
Procedures for Failure Mode and Effects Analysis

C0
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
Annex 5
General
Terms associated with probabilities
Numerical values
Stability criteria in the intact condition

Criteria for residual stability after damage
Bureau Veritas
277
277
Annex 9
Annex 10
Annex 11
10
Definitions, Requirements and Compliance Criteria Related to

Operational and Safety Performance
1
Performance
279
Stopping
279
Cruise performance
280
Effects of failures or malfunction
281
Criteria for Testing and Evaluation of Revenue and Crew Seats

1
Purpose and scope
282
Static seat tests
282
Dynamic seat tests
282
Open Reversible Liferafts

1
General
284
Construction
284
Open reversible liferaft fittings
285
Containers for open reversible inflatable liferafts
286
Markings on open reversible inflatable liferafts
286
Instructions and information
286
Testing of open reversible inflatable liferafts
287
Bureau Veritas
February 2002
RULES FOR THE CLASSIFICATION

OF HIGH SPEED CRAFT
PREMISE
P.1
General
P.1.1
.1
These rules incorporate the text in full of the International Code of Safety for High Speed Craft (HSC Code)
adopted by the IMO Maritime Safety Committee, at its 73rd session, in December 2000, through Resolution MSC. 97(73). This
text is printed in italics.
.2
Classification requirements additional to the provisions of the HSC Code are printed in the Roman characters
used for this item .2 and the relevant number is prefixed by the letter C.
In Chapter 10, which is subdivided into Parts, additional classification requirements not directly related to a particular HSC
Code item are numbered as follows: prefix C, Chapter number, letter indicating the Part concerned and an incremental figure
starting from 1. These additional requirements are inserted at the end of the relevant Part of the Chapter.
Where necessary, additional explanatory notes are given at the beginning of each Chapter.
.3
Parts of the HSC Code not applicable for the purpose of classification are identified by a vertical line placed in
the margin of the text.
.4
Equipment and arrangements dealt with in the parts of the Code mentioned in item .3, such as those concerning
life-saving appliances and radiocommunications, which are not subject to control by the Society, are intended to be covered by
the relevant certification.
P.1.2
In those provisions of the HSC Code that are being used for classification purposes the words Administration
and Code, wherever mentioned, are to be understood as equivalent to the words Society and Rules, respectively.
The Rules for the construction and classification of ships are referred to below simply as Society Rules.
P.2
Application
P.2.1
Craft for which classification only is requested
These craft are to comply in full with the requirements of these rules, except for those identified by a vertical line placed in the
margin of the text (see P.1.1.3).
P.2.2
Craft for which both classification and the IMO Certification are requested
These craft are to comply in full with the requirements of these rules.
February 2002
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HSC Premise
P.3
Class notation
Craft complying with the classification requirements of these Rules are assigned the notation HSC or High Speed Craft, completed as specified in the Society Rules.
P.4
Compliance with other rules
For any items not expressly stipulated or modified for classification purposes by these Rules, the requirements of the Society
Rules are to apply wherever relevant.
Classification of a craft with the Society, or more generally any Society actions and decisions, do not absolve the interested parties from compliance with additional and/or more stringent requirements and provisions for their application, issued by the
Administration of the State whose flag the craft is entitled to fly and/or of the State where the base port from which the craft is
intended to operate is situated.
P.5
Novel or unusual features
Craft presenting novel or unusual arrangements for items such as systems, apparatuses and devices, described in these rules, to
which the requirements of these rules do not apply directly, either in whole or on part, may be classed on an individual basis, at
the discretion of the Society.
12
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February 2002
PREAMBLE OF THE
INTERNATIONAL CODE OF SAFETY FOR
HIGH-SPEED CRAFT, 2000
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.
February 2002
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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.
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.
14
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HSC Chapter 1
CHAPTER 1
1.1
GENERAL COMMENTS AND REQUIREMENTS
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.
Note: Refer to MSC/Circ.652 on Application of the 1966 LL Convention to high-speed craft.
C1.1(a) The attention of Shipowners, Shipdesigners and

Flag Administrations is drawn to the innovative aspects of
designs of High Speed Craft.
The present Rules may need to be adapted to cover particular designs.
It is assumed as a condition precedent to classification that
the craft are operated with professional care and normal
prudent seamanship.
.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;
.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 fireresistant 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
seats;
all passengers and crew are provided with
.11
no enclosed sleeping berths for passengers
are provided.
C1.1(b) Craft satisfying the requirements of these Rules are

assigned the notation HSC or High Speed Craft.
1.2
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
Note: Refer to the International Safety Management (ISM) Code
adopted by the Organization by resolution A.741(18), as may be
amended.
.3
the management ensures that only persons
qualified to operate the specific type of craft used on the
intended route are employed;
February 2002
C1.2 (a) With reference to 1.2.2, craft managed by companies operating with a Safety Management System complying with the Society Rules are assigned a special notation.
To this effect, the relevant requirements of Chapters 18 and
19 are to be checked. This notation is entered in the Class
Certificate and the Register Book.
C1.2 (b) The limitations on navigation indicated in 1.2.4

and 1.2.5 are subject to specific navigation/restriction notations in Society Rules.
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.
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HSC Chapter 1
C1.3.1
In addition to the craft specified in 1.3.1,
these Rules also apply to high speed craft engaged in
national voyages. Exemptions from some of the requirements of the Rules may be granted when particular
circumstances (e.g. restricted services) warrant this, in the
opinion of the Society Head Office.
1.3.2
For the purpose of this Code, the term a
similar stage of construction means the stage at which:
.1
begins; and
construction identifiable with a specific craft
.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:
.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.
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.
C1.3.4
In addition to the cargo craft specified in
1.3.4.2, these Rules also apply as far as appropriate to cargo
craft of less than 500 tons gross tonnage.
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.
C1.3.7
The Classification of a craft, or more generally any Society acts and decisions, do not absolve the
interested parties from compliance with any additional
and/or more stringent requirements issued by the Administration of the State whose flag the craft is entitled to fly, and
provisions for their application.
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.
C1.3.5
However, classification may be considered
for craft referred to in 1, 2, 4 and 5 above.
16
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
.1
the expression craft constructed means
craft the keels of which are laid or which are at a similar
stage of construction; and
1.3.4
1.3.6
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.
1.4.6
Auxiliary machinery spaces having little or
no fire risk are spaces containing machinery such as refrigerating, stabilizing, ventilation and air conditioning
machinery, switchboards of aggregate capacity 800 kW or
less, similar spaces and trunks to such spaces.
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February 2002
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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.
C1.4.7
It is the owner's responsibility to propose a
base port to the Administration for approval.
1.4.8
Base port State means the State in which
the base port is located.
1.4.9
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.
1.4.10
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
ger craft:
Category A craft is any high-speed passen-
.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
February 2002
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.
C1.4.13
With reference to 1.4.13, the term navigate
safely means that the craft can reach the port of refuge
within the period of weather forecast validity.
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.
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HSC Chapter 1
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.
1.4.33
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.
1.4.26
Flashpoint means a flashpoint determined
by a test using the closed-cup apparatus referenced in the
International Maritime Dangerous Goods (IMDG) Code.
1.4.36
Maximum operational weight means the
overall weight up to which operation in the intended mode
is permitted by the Administration.
1.4.27
Foil means a profiled plate or three dimensional construction at which hydrodynamic lift is generated
when the craft is under way.
1.4.37
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.
1.4.28
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.
1.4.38
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.
1.4.30
High-speed craft is a craft capable of maximum speed, in metres per second (m/s), equal to or
exceeding:
1.4.40
Open ro-ro spaces are those ro-ro spaces:
3.7 0.1667
.1
and
to which any passengers carried have access;
where:
: volume of displacement corresponding to the

design waterline (m3)
.2
.2.1 are open at both ends; or
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 nondisplacement 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.
18
either:
.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.
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February 2002
HSC Chapter 1
1.4.43
Operating station means a confined area
of the operating compartment equipped with necessary
means for navigation, manuvring and communication,
and from where the functions of navigating, manuvring,
communication, commanding, conning and lookout are
carried out.
1.4.44
speed.
Operational speed is 90% of maximum
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
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.
a child under one year of age.
1.4.47
Passenger craft is a craft which carries
more than twelve passengers.
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.
1.4.48
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.
1.4.59
Weather deck is a deck which is completely exposed to the weather from above and from at least
two sides.
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
150 C.
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.
February 2002
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.
C1.4.62
Approved type means the status conferred
by the Society on a particular and clearly identified material, item of equipment or process, shown by design
assessment to meet all the stipulations of Society Rules for
the specified application(s).
C1.4.63
Small waterplane area twin hull (SWATH)
is a craft for which the weight is substantially supported by
a submerged twin hull connected to the emerging part of
the craft by struts with a small waterplane area.
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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
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.
C1.5.2 (a)
With reference to 1.5.2.1.4, for classification, also refer to manuals required by it.
.3
a periodical survey within three months
before or after each anniversary date of the Certificate; and
.4
C1.5.2 (b)
With reference to 1.5.2.1.5, for classification, refer to Society Rules.
an additional survey as the occasion arises.
C1.5.1
For the purpose of Classification, the renewal
(special) survey and periodical (annual) survey include a
bottom survey in dry condition.
Other surveys (e.g. tailshaft surveys, boiler surveys, surveys
of additional class notations) are required according to
Society Rules.
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 manuvrability;
.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
20
C1.5.2 (c)
With reference to 1.5.2.2, for classification,
the periodical (annual) survey consists in a complete
inspection of external and accessible parts of the structure.
C1.5.2 (d)
With reference to 1.5.2.3, as regards the
classification, such additional surveys also apply to any
other circumstances liable to affect classification of the
craft. Relevant inspections are to ensure that the necessary
repairs/replacements are satisfactory for the purpose of
classification.
All surveys are to be made by Society Surveyors at the
request of the Owner.
1.5.3
The periodical surveys referred to in 1.5.1.3
shall be endorsed on the High-Speed Craft Safety
Certificate.
C1.5.3
Procedures for issue or endorsement of classification certificates are stipulated in Society Rules.
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.
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February 2002
HSC Chapter 1
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.
1.7.2
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.
C1.5.6
With reference to 1.5.6, conditions for validity of class of craft are stipulated in the Societys Rules.
C1.7.3
With reference to 1.7.2 and 1.7.3, it is the
Owner's responsibility to inform the Society of any modification, damage or repair affecting the class of the craft.
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.
1.8
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.
C1.6.1
Conditions of design review of the craft, for
classification purposes, are stipulated in the Societys Rules.
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.
C1.7.1
With reference to 1.7.1, the above responsibility lies with the Owner of the craft (or his representative).
February 2002
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.
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HSC Chapter 1
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.
1.8.12
If a periodical survey is completed before the
period specified in section 1.5 then:
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.
.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
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.
22
.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;
.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
within 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.
C1.8.13
With reference to 1.8.13.2, for classification
purpose, the Societys Rules apply.
Conditions for validity of class are stipulated in the Societys
Rules.
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.
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February 2002
HSC Chapter 1
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 HighSpeed 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
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.
C1.11.1
With reference to 1.11.1, for classification
purpose, the Societys Rules apply.
February 2002
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.
C1.12 With reference to 1.12, the operating manual is to

be considered as a class matter.
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
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 therefore,
which the Organization shall circulate to its Member Governments for their information.
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.
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HSC Chapter 1
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.
24
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.
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February 2002
HSC Chapter 2
CHAPTER 2
BUOYANCY, STABILITY AND SUBDIVISION
Part A
C2.0
General
safely to displacement mode in case of any system

malfunction.
C2.0.1
The following drawings and documents are
to be submitted in triplicate for approval where appropriate
(in A4-size where possible). The Society reserves the right to
ask for supplementary copies if deemed necessary in particular cases.
.1
Hull, plotted and numerically;
.2
Side contour, plotted and numerically;
2.1.3
For the purpose of this and other chapters,
unless expressly defined otherwise, the following definitions
apply:
.3
Coordinates of non-watertight and nonweather-tight openings;
.4
Hydrostatic tables;
.5
Cross curve tables;
.6
Data of boundaries of all subcompartments
and a plan in which these compartments are stated;
.7
Damage stability investigation, complete
input and output data including initial loading conditions;
.8
Damage control plan;
.9
Inclining test report;
.10
Intact stability booklet.
General
2.1.1
A craft shall be provided with:
.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.
C2.0.2
Further documentation may be required if
deemed necessary by the Society.
2.1
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.
.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.
.1
stability characteristics and stabilization systems adequate for safety when the craft is operated in the
non-displacement mode and during the transitional mode;
2.1.4
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:
.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
.1
behaviour;
.3
stability characteristics in the non-displacement and transitional modes adequate to transfer the craft
February 2002
mathematical
simulation
.2
scale model testing; and
.3
full-scale trials.
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of
dynamic
25
HSC Chapter 2
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;
.2
The distance, in m, of the collision bulkhead
from the forward perpendicular is to be between 0,05 L and
0,05 L + 3.
.3
The collision bulkhead is to be fitted at least
in places used for providing the reserve of buoyancy used
for proving compliance with the intact and damage stability
requirements of the present HSC Rules. The collision bulkhead is to extend vertically up to 0,5 of the worst intended
significant wave height above the most unfavourable damage waterline.
2.2
Intact buoyancy and watertight

and weathertight integrity
2.2.1
Intact buoyancy
.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 tuckunder or sudden collapse of skirt geometry, which, in
extreme cases, can result in capsize;
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
watertight or weathertight and situated above the datum.
.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;
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.
.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
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.
.10
resonant rolling of SES in beam seas, which,
in extreme cases, can result in capsize.
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.
2.1.6
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.
C2.1.7
Number and location of bulkheads
.1
At least the following watertight bulkheads
are to be fitted in all craft:
one collision bulkhead,

one afterpeak bulkhead,
one bulkhead at each end of the machinery space.
26
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
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February 2002
HSC Chapter 2
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.
2.2.2.8
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.
2.2.2.3
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).
C.2.2.2.9
No doors, manholes, or access openings are
generally permitted in the collision bulkhead below the
datum. The society may authorize a single manhole in the
collision bulkhead, in each hull for catamaran, if deemed
necessary.
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.
February 2002
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:
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.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
27
HSC Chapter 2
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
2.2.4
A 0.3l
where:
A
: the total area of freeing ports on

each side of the deck in m 2;
: 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.
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.
28
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
Where entry of water into structures above

2.2.6.1
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
ments; or
.3
provided with adequate drainage arrange-
an equivalent combination of both measures.
2.2.6.2
Weathertight superstructures and deckhouses located above the datum shall in the outside
Bureau Veritas
February 2002
HSC Chapter 2
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
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:
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.
.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
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
.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.
Note: Refer to ISO 6042Ships and Marine TechnologyWeathertight single-leaf steel doors, or a similar standard.
2.2.8.2
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.
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
2.2.7.5
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.
2.2.8.3.1
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.
2.2.7.6
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.
2.2.8.3.2
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.
February 2002
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HSC Chapter 2
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
Discharges led through the shell either from

2.2.9.1
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.
30
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 he 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 0.05 L 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
0.02 L above any waterline when the intact craft is heeled to
an angle of 15, or 0.02 L 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.
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February 2002
HSC Chapter 2
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.
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 Table 2.3.4,
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).
Table 2.3.4 - Table showing application of

annexes 7 and 8 to monohull and multihull craft
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.
GMT
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 10 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.
2.4
B WL.AWP/
7
>7
3.0
annex 8
annex 8 or annex 7
> 3.0
annex 8 or annex 7
annex 7
Intact stability in the nondisplacement 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.
2.3.3
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.
2.4.4
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.
2.3.4
Where the characteristics of multihull craft
are inappropriate for application of annex 7 or the characteristics of monohull craft are inappropriate for application
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.
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HSC Chapter 2
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
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 given in Table 2.6.2.
60
Occupied by accommodation
95
Occupied by machinery
85
.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
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.
0 or 95 (1)
Appropriated for cargo vehicles
90
Void spaces
95
2.6.7
(1) whichever results in the more severe requirements
Extent of side damage
The following side damages shall be assumed anywhere on

the periphery of the craft:
Notwithstanding 2.6.2, permeability deter2.6.3

mined 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;
32
.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;
Permeability
Appropriated to cargo or stores
.2
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:
.4
adequate ventilation is provided for inspection of the space under consideration as required by
2.2.1.2.
Table 2.6.2
Intended for liquids
.4
properly secured in place and easily removable for inspection of the void spaces.
.1
the structure is capable of withstanding the
pressure head after any of the damages required by this
section;
Buoyancy and stability in the

displacement mode following
damage
Spaces
.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
.1
the longitudinal extent of damage shall be:
0.751/3, or (3 m + 0.2251/3), or 11 m,
whichever is the least;
.2
the transverse extent of penetration into the
craft shall be 0.21/3. However, where the craft is fitted with
inflated skirts or with non-buoyant side structures, the transverse extent of penetration shall be at least 0.121/3 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:

design waterline (m 3).
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February 2002
structurally stable under service conditions;
HSC Chapter 2
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,
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
For multihulls, individual

separately.
hulls shall
be considered
.2
Except as provided below, the penetration
normal to the shell shall be 0.041/3 or 0.5 m, whichever is
the lesser, in association with a girth along the shell equal to
0.11/3, 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:

.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.
2.6.8.2
Extent
.1
the length of damage in the fore-and-aft
direction shall be 0.751/3, or (3 m + 0.2251/3), or 11 m
whichever is the least;
.2
0.21/3, and
the athwartships girth of damage shall be
.3
the depth of penetration normal to the shell
shall be 0.021/3,
.1
Two different longitudinal extents shall be
considered separately:
where:
.1.1 55% of the length L, measured from the most

forward point of the underwater buoyant volume of each hull; and
.1.2 a percentage of the length L, applied anywhere
in the length of the craft, equal to 35% for craft
where L = 50 m and over and equal to
(L/2 + 10)% for craft where L is less than 50m.

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.
Figure 2.6.8.1
This line is parallel to

the design waterline
0.3 T
Design waterline
This area is
0.5 L
vulnerable to
raking damage
L
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HSC Chapter 2
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.
34
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
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.
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February 2002
HSC Chapter 2
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
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 displace-
February 2002
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.
2.9.1
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 HighSpeed 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
ment mode and at a height corresponding to the design

waterline.
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.
Bureau Veritas
35
HSC Chapter 2
Part B
2.10
Requirements for passenger craft
General
2.13
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.

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:
.4
Vertical centre of gravity of standing passengers is 1.0 m above deck.
.1
the angle of inclination of the craft from the
horizontal does not normally exceed 10in any direction.
However, where this is clearly impractical, angles of inclination up to 15 immediately after damage but reducing to
10 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
.5
Passengers and luggage shall be considered
to be in the space normally at their disposal.
.2
any flooding of passenger compartments or
escape routes which might occur will not significantly
impede the evacuation of passengers.
.3
Vertical centre of gravity of seated passengers
is 0.3 m above seat.
.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
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 2.6.8.1:
.1
The angle of inclination of the craft from the
horizontal shall not exceed 20 in the equilibrium condition;
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 10 (under all permitted cases
of loading and uncontrolled passenger movements as may
occur).
.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
2.12
Intact stability in the nondisplacement mode
.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.
2.12.1
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 10.
Passenger movement need not be considered where passengers are required to be seated whenever the craft is
operating in the non-displacement mode.
2.14
2.12.2
In all loading conditions, the outward heel
due to turning shall not exceed 8, and the total heel due to
beam wind pressure as per 1.1.4 of annex 6 and due to
turning shall not exceed 12outward.
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
36
Bureau Veritas
February 2002
HSC Chapter 2
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.
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.
2.14.2
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
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
February 2002
Bureau Veritas
37
HSC Chapter 2
Part C
2.15
Requirements for cargo craft

damage
2.16
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 15 in any direction. However,
where this is clearly impractical, angles of inclination up to
20 immediately after damage but reducing to 15 within 15
minutes may be permitted provided that efficient non-slip
deck surfaces and suitable holding points are provided.
38
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.
Bureau Veritas
February 2002
HSC Chapter 3
CHAPTER 3
STRUCTURES
C3.0
C3.0.1
General
C3.0.2
.1
Table C3.0.1 lists the structural plans that are
to be submitted to the Society, in triplicate, for examination
and approval.
.2
In addition, information relative to the following is to be submitted:
longitudinal weight distribution and position of the longitudinal centre of gravity of the craft
design loading conditions including:
-
still water bending moments (SWBM) distribution
shear force (SF) distribution
description of corresponding loading cases
Additional information for fibrereinforced plastic (FRP) craft
.1
For FRP craft, the drawing and documents to
be submitted for examination and listed in C3.0.1 are to
contain the following additional information:
arrangement of laminate for the various structural elements: thickness, definition of successive layers of
reinforcement, mass per square metre in layers of reinforcement, proportion in mass of reinforcement for each
layer, directions of roving layers and unidirectional reinforcements, decreasing in thickness between layers,
direction of laminate in relation to craft structure,
structure of oil tanks or other liquid tanks which are
integrated into the hull,
draught and trim of the craft at sea, at rest and at its

maximum speed in calm water (for SES, in both offcushion and on-cushion conditions)
details of connection among various structural elements

and details of attachment to the hull of supplementary
reinforcing elements,
pillars.
.2
Suppliers technical specifications with indication of types, trademarks and references of resins and gelcoats, reinforcements and core materials are to be supplied.
any direct calculations performed

results of model tests and full-scale measurements.
Table C3.0.1
Plan
Containing information relevant to:
moulded dimensions, maximum service speed V, design acceleration aCG and, if known, limit
wave height (see C3.3.4)
materials
typical structural details
openings
deck loads, if different from Rule loads
Shell expansion
openings
Machinery space structure
machinery mass and position of centre of gravity
Watertight bulkheads
openings
position of air vents
typical structural details
Deckhouses
details of connections between different materials
Rudder
rudder stock material
Propeller shaft brackets
material
position of air vents
Midship section
Main sections
Longitudinal sections
Decks
Equipment
Testing plan
February 2002
Bureau Veritas
39
HSC Chapter 3
These specifications are to give the following information:

resins: type (orthophthalic or isophthalic), specific gravity, Youngs modulus, Poissons ratio, breaking strength
and elongation at break,
reinforcements (mats, woven rovings, unidirectional
reinforcements): quality (glass or other material, with
specific gravity, breaking strength of the elementary
fibre, Youngs modulus and Poissons ratio), mass per
square metre, thickness and possibly weft-warp
distribution,
core materials: type and quality; specific gravity; tensile,
compressive and shear strength and elasticity moduli.
3.1
Materials
Materials used for the hull and superstructure and the other
features referred to in 3.1 should be adequate for the
intended use of the craft.
3.3
Structural strength
The structure should 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 (see note),

which can occur on the craft should not:
impair the integrity of structure during the anticipated

service life of the craft or the service life agreed with the
Administration;
hinder normal functioning of machinery and equipment; and
impair the ability of the crew to carry out its duties.
Note: In scope of classification, the structural strength against

vibrations is not checked.
The vibration check shall be performed during the sea trials of the
craft. Where deemed necessary, the Society may require vibration
40
3.5
Design criteria
The Administration should 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
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
measurements to be carried out using suitable instruments; where

appropriate, remedial measures may be required to adequately
eliminate situations deemed unacceptable.
Trials
If the Administration consider it necessary it should require

full-scale trials to be undertaken in which loadings are determined. Cognizance should be taken of the results where
these indicate that loading assumptions of structural calculations have been inadequate.
C3.1
General
C3.1.1
Introductory comments
.1
This Chapter C3 contains the requirements
for structural scantlings of the craft to which these Rules
apply, i.e. to craft for which V 7,16 1/6. Craft for which
V 10 L0,5 shall be individually considered by the Society
(V in knots, in tonnes).
For what concerns multihull craft, this Chapter provides the

requirements for scantlings of twin-hull craft. Other craft
will be considered in each separate case by the Society.
.2
The requirements for scantlings of hydrofoils
and air-cushion vehicles are contained in Appendices C3A1
and C3A2. Unless otherwise specified, the requirements of
this Chapter apply to such craft only as far as the provisions
regarding limit operating conditions, materials and construction criteria are concerned.
.3
The scantlings indicated in the following paragraphs apply to craft constructed of steel, aluminium alloy
or fibre reinforced plastic, as specified in C3.2.
C3.1.2
Direct calculations
.1
The Society may require direct calculations
to be carried out, if deemed necessary according to the provisions of C3.6.
Such calculations are to be carried out based on structural

modelling, loading and checking criteria described in C3.6.
Calculations based on other criteria may be accepted if
deemed equivalent to those laid down by the Society.
Bureau Veritas
February 2002
HSC Chapter 3
C3.1.3
Units
Rule length, in m, equal to LWL where LWL is the

waterline measured with the craft at rest in
calm water and, for SESs, in the off-cushion
condition
FP
forward perpendicular, i.e. the perpendicular at

the intersection of the waterline at draught T
and the foreside of the stem
AP
aft perpendicular, i.e. the perpendicular located

at a distance L abaft of the forward perpendicular
the greatest moulded breadth, in m, of the craft
Bw
the greatest moulded breadth, in m, measured

on the waterline at draught T; for catamarans,
Bw is the breadth of each hull
Bwm
the greatest moulded breadth, in m, measured

below or on the waterline at draught T; for catamarans, Bwm is the breadth of each hull
depth, in m, measured vertically in the transverse section at the middle of length L from the
moulded base line of the hull(s) to the top of
the deck beam at one side of the main deck (if
the main deck is stepped, D will be defined in
each separate case at the discretion of the
Society)
draught of the craft, in m, measured vertically

on the transverse section at the middle of
length L, from the moulded base line of the
hull(s) to the full load waterline, with the craft
at rest in calm water and, for SESs, in the offcushion condition
moulded displacement at draught T, in sea

water (mass density = 1,025 t/m 3), in tonnes
CB
total block coefficient, defined as follows:
.1
Unless otherwise specified, the following
units are used in the Rules:
thickness of plating, in mm,

3
section modulus of stiffeners, in cm ,

shear area of stiffeners, in cm2,
span and spacing of stiffeners, in m,
stresses, in N/mm2,
concentrated loads, in kN,
2
distributed loads, in kN/m or kN/m .

C3.1.4
The definitions of the following terms and

symbols are applicable throughout this Chapter and its
Appendices and are not, as a rule, repeated in the different
paragraphs. Definitions applicable only to certain paragraphs are specified therein.
.1
Moulded base line: The line parallel to the summer

load waterline, crossing the upper side of keel plate or
the top of skeg at the middle of length L.
Hull: The hull is the outer boundary of the enclosed

spaces of the craft, except for the deckhouses, as
defined below.
Chine: For hulls that do not have a clearly identified

chine, the chine is the hull point at which the tangent to
the hull is inclined 50 to the horizontal.
Bottom: The bottom is the part of the hull between the

keel and the chines.
Main deck: The main deck is the uppermost complete

deck of the hull. It may be stepped.
Side: The side is the part of the hull between the chine
and the main deck.
Deckhouse: The deckhouse is a decked structure

located above the main deck, with lateral walls inboard
of the side of more than 4 per cent of the local breadth.
Structure located on the main deck and whose walls are
not in the same longitudinal plane as the under side
shell may be regarded as a deckhouse.
Cross-deck: For twin-hull craft, the cross-deck is the

structure connecting the two hulls.
Deadrise angle d: For hulls that do not have a clearly

identified deadrise angle, d is the angle between the
horizontal and a straight line joining the keel and the
chine. For catamarans with non-symmetrical hulls
(where inner and outer deadrise angles are different),d
is the lesser angle.
Fore end: Hull region forward of 0,9 L from the aft

perpendicular.
Aft end: Hull region abaft of 0,1 L from the aft

perpendicular.
Midship area: Hull region between 0,3 L and 0,7 L

from the aft perpendicular.
February 2002
C B = -----------------------------------------------( 1, 025 L B W T )
For catamarans, CB is to be calculated for a single hull, assuming equal to one half of the
crafts displacement
V
maximum service speed, in knots
acceleration of gravity, equal to 9,81 m/s2
LCG
longitudinal centre of gravity of the craft.
C3.1.5
Protection against corrosion
.1
Scantlings stipulated in C3.7 assume that the
materials used are chosen and protected in such a way that
the strength lost by corrosion is negligible.
.2
The Shipyard is to give the Society a document specifying all the arrangements made to protect the
material against corrosion at the construction stage: coating
types, number and thickness of layers, surface preparation,
application conditions, control after completion, anodic
protection, etc.
Bureau Veritas
41
HSC Chapter 3
.3
This document must also include maintenance arrangements to be made in service to restore and
maintain the efficiency of this protection, whatever the reasons of its weakening, whether incidental or not.
.4
All such maintenance operations are to be
listed in a book shown to the Society surveyor at each visit.
C3.1.6
Rounding-off
.1
Values for thickness as deduced from formulae are to be rounded off to the nearest standard value,
without such a reduction exceeding 3 per cent.
C3.2
Materials and connections
C3.2.1
.3
The thickness is to be measured at random
locations located at least 25 mm from an edge. Local surface depressions resulting from imperfections and ground
areas resulting from the elimination of defects may be
disregarded.
.4
Responsibility for maintaining the required
tolerances rests with the Manufacturer, who is to carry out
the necessary measurements.
C3.2.2.3
.1
The value of the material factor K to be introduced into formulae to check structures given in this
Chapter and in the various Appendices is a function of the
minimum yield stress ReH value specified for the steel to be
used.
.1
Materials to be used in hull and equipment
construction, in delivery condition, are to comply with
these requirements or with specific requirements applicable
to individual cases; they are to be tested in compliance with
the applicable provisions. Quality and testing requirements
for materials covered here are outlined in relevant Society
Rules.
These requirements presume that welding

and other cold or hot manufacturing processes are carried
out in compliance with current sound working practice and
relevant Society provisions. The latter, in particular, may
include requirements concerning welding operations and
techniques and other manufacturing processes (e.g., specific preheating before welding and/or welding or other
cold or hot manufacturing processes followed by an appropriate heat treatment).
.2
Table C3.2.1 shows the values of the material
factor K to be taken depending on the ReH value of the various high strength steels for hull structures for which
ReH 390 N/mm2.
Table C3.2.1
.2
.3
Welding processes shall be approved for the
specified type of material for which they are intended and
with limits and conditions as stated in the applicable Society requirements.
C3.2.2
Steel structures
C3.2.2.1
Steels for hull structures, forgings and

castings
.1
235
315
355
390
1,00
0,78
0,72
0,70
The use of steels for which ReH > 355 N/mm2

will be considered in each separate case by the Society,
which may stipulate special acceptance conditions.
.4
If, for special structures, the use of steels for
which ReH < 235 N/mm2, has been accepted by the Society,
the material factor is to be determined by:
.5
In the case where the use of steels with ReH
values which are intermediate between those indicated in
Table C3.2.1 is allowed, the values of the material factor K
may be determined by means of linear interpolation.
The provisions of the relevant Society Rules

C3.2.3
Aluminium alloy structures
C3.2.3.1
Aluminium alloys for hull structures,

forgings and castings
Under thickness tolerances
The maximum permissible under thickness

tolerance for structural hull plates and wide flats for both
normal and high strength steels is 0,3 mm.
42
.3
.1
The following requirements apply to the
under-thickness tolerances of steel plates and wide flats.
.2
ReH (N/mm2)
K = 235 / ReH
apply.
C3.2.2.2
Material factor K for scantlings of

structural members made of high
strength steel
.1
The designation of aluminium alloys used
here complies with the numerical designation used in
RRIAD (Registration Record of International Alloy
Designation).
Bureau Veritas
February 2002
HSC Chapter 3
Table C3.2.2 - Aluminium alloys for welded construction

Guaranteed mechanical characteristics (1)
Aluminium alloy
Alloy (2)
5083
5086
5383
5059
Unwelded condition
Welded condition
Thickness
(mm)
Rp 0,2
(N/mm2) (4)
Rm
(N/mm2) (5)
Rp 0,2
(N/mm2) (4)
Rm
(N/mm2) (5)
rolled
t 50
125
275
125
275
rolled
t 40
215
305
125
275
Temper
(2)
Products
0 / H111
H 321
0
extruded
all
110
270
110
270
0 / H111
rolled
all
100
240
100
240
H 321
rolled
all
185
275
100
240
extruded
all
95
240
95
240
0 / H111
rolled
t 40
145
290
145
290
H 321
rolled
t 40
220
305
145
290
0 / H111
rolled
t 40
155
300
155
300
H 321
rolled
t 20
270
370
155
300
rolled
20 < t 40
260
360
155
300
all
85
215
85
215
5454
0 / H111
rolled
rolled
all
100
210
100
210
5754
0 / H111
rolled
t6
80
190
80
190
t>6
70
190
70
190
t6
215
255
105
165
T5 / T6
closed extrusions
6 < t 25
200
250
100
165
open
extrusions
t 10
215
260
95
165
10 < t 25
200
250
80
165
6005
6060 (3)
T5
extruded
t6
150
190
65
115
6 < t 25
130
180
65
110
155
6061
T6
extruded
t 25
240
260
115
6082
T6
extruded
t 15
255
310
115
170
6106
T5
extruded
t6
195
240
65
130
6351
T5
extruded
t 25
240
260
140
165
(1) The guaranteed mechanical characteristics in this Table correspond to general standard values. For more information, refer to the
minimum values guaranteed by the product supplier. Higher values may be accepted on the basis of welding tests including recurrent workmanship test at the shipyard only.
(2) Other grades or tempers may be considered, subject to the Societys agreement.
(3) 6060 alloy is not to be used for structural members sustaining impact loads (e.g. bottom longitudinals). The use of alloy 6106 is
recommended in that case.
(4) Rp 0,2 and Rp 0,2 are the minimum guaranteed yield stresses at 0,2% in unwelded and welded condition respectively.
(5) Rm and Rm are the minimum guaranteed tensile strengths in unwelded and welded condition respectively.
.2
The characteristics of aluminium alloys to be
used in the construction of aluminium craft are to comply
with the relevant requirements of the Society Rules.
.3
As a rule, series 5000 aluminium-magnesium
alloys or series 6000 aluminium-magnesium-silicon alloys
(see Table C3.2.2) shall be used.
.4
The use of series 6000 alloys or extruded
platings, for parts which are exposed to sea water atmosphere, will be considered in each separate case by the
Society, also taking into account the protective coating
applied.
February 2002
.5
The list of aluminium alloys given in Table
C3.2.2 is not exhaustive. Other aluminium alloys may be
considered, provided the specification (manufacture, chemical composition, temper, mechanical properties, welding,
etc.) and the scope of application be submitted to the Society for review.
.6
In the case of welded structures, alloys and
welding processes are to be compatible and appropriate, to
the satisfaction of the Society and in compliance with the
relevant Rules.
.7
For forgings or castings, requirements for
chemical composition and mechanical properties are to be
defined in each separate case by the Society.
Bureau Veritas
43
HSC Chapter 3
.8
In the case of structures subjected to low
service temperatures or intended for other particular applications, the alloys to be employed are to be defined in each
separate case by the Society which is to state the acceptability requirements and conditions.
.9
Unless otherwise specified, the Youngs modulus for aluminium alloys is equal to 70000 N/mm2 and the
Poissons ratio equal to 0,33.
C3.2.3.2
Extruded platings
C3.2.3.4
Influence of welding on mechanical

characteristics
.1
Welding heat input lowers locally the
mechanical strength of aluminium alloys hardened by work
hardening (series 5000 other than condition 0 or H111) or
by heat treatment (series 6000).
.2
Consequently, where necessary, a drop in
mechanical characteristics of welded structures is to be
considered in the heat-affected zone, with respect to the
mechanical characteristics of the parent material.
.1
Extrusions with built-in plating and stiffeners,
referred to as extruded plating, may be used.
.3
The heat-affected zone may be taken to
extend 25 mm on each side of the weld axis.
.2
In general, the application is limited to decks
and deckhouses. Other uses may be permitted at the discretion of the Society.
.4
Aluminium alloys of series 5000 in 0 condition (annealed) or in H111 condition (annealed flattened)
are not subject to a drop in mechanical strength in the
welded areas.
.3
Extruded plating is preferably to be oriented
so that the stiffeners be parallel to the direction of main
stresses.
.4
Connections between extruded plating and
primary members are to be given special attention.
C3.2.3.3
.5
Aluminium alloys of series 5000 other than
condition 0 or H111 are subjected to a drop in mechanical
strength in the welded areas. The mechanical characteristics
to consider in welded condition are, normally, those of condition 0 or H111, except otherwise indicated in Table
C3.2.2. Higher mechanical characteristics may be taken
into account, provided they are duly justified.
Tolerances
.1
The under-thickness tolerances of plates and
rolled sections are to be in accordance with Table C3.2.3.
Table C3.2.3
As-built thickness
(mm)
.6
Aluminium alloys of series 6000 are subject
to a drop in mechanical strength in the vicinity of the
welded areas. The mechanical characteristics to be considered in welded condition are, normally, to be indicated by
the supplier, if not indicated in Table C3.2.2.
C3.2.3.5
t8
0,3
8 < t 12
0,5
12 < t 20
0,7
t > 20
1,0
.1
The value of the material factor K to be introduced into formulae for checking scantlings of structural
members, given in this Chapter and the various Appendices,
is determined by the following equation:
The under-thickness tolerances of extruded

platings are to be in accordance with Table C3.2.4, but not
taken greater than 7% of the as-built thickness. Otherwise,
the reduced plate thickness has to be considered.
.2
100K = ---------R li m
where:
Rlim
Table C3.2.4
As-built thickness
(mm)
Under-thickness tolerance (mm)
t6
0,3
6 < t 10
0,4
.3
The responsibility for maintaining the
required tolerances lies with the manufacturer, who shall
also inspect the surface condition.
44
Material factor K for scantlings of

structural members made of aluminium
alloy
Under-thickness tolerance (mm)
: minimum guaranteed yield stress of the parent

metal in welded condition Rp0,2, in N/mm2, but
not to be taken greater than 70% of the minimum guaranteed tensile strength of the parent
metal in welded condition Rm, in N/mm2 (see
Table C3.2.2).
.2
For welded constructions in hardened aluminium alloys (series 5000 other than condition 0 or H111
and series 6000), greater characteristics than those in
welded condition may be considered, provided that welded
connections are located in areas where stress levels are
acceptable for the alloy considered in annealed or welded
condition.
Bureau Veritas
February 2002
HSC Chapter 3
.3
In case of welding of two different aluminium alloys, the material factor K to be considered for the
scantlings of welds is to be the greater material factor of the
aluminium alloys of the assembly.
C3.2.3.6
structure in way of waterjets or propellers
structure in way of stabilisation devices such as foils,

interceptors or tabs
structure submitted to water impact
Strength of welding
C3.2.4.2
.1
The effective length in mm of the lines of
welding is given by:
de = d 20
where d is the actual length in mm of the line of welding.

C3.2.3.7
Riveted connections for aluminium alloy

hulls
.1
Use of rivets for connecting structures is limited, in principle, only to members which do not contribute
to the overall strength of the hull. Exceptions are to be supported by experimental evidence or good in-service
performance.
The conditions for riveted connection

acceptability are to be individually stated in each particular
case, depending on the type of member to be connected
and the rivet material.
.2
.3
Whenever riveted connections are to be
employed, a detailed plan, illustrating the process, as well
as the dimensions and location of rivets and holes, together
with the mechanical and metallurgical properties of the rivets, is to be submitted for approval.
.4
The Society may, at its discretion, require
tension, compression and shear tests to be carried out on
specimens of riveted connections constructed under the
same conditions as during actual hull construction, to be
witnessed by a Society surveyor.
.5
The Society reserves the right to accept the
results of tests performed by recognized bodies or other
Societies.
C3.2.4
Welding connections
C3.2.4.1
.1
For correct execution of welded joints, sufficient accessibility is necessary, depending on the welding
process adopted and the welding position.
.2
Edge cutting, to be carried out in general by
machining, is to be regular and without burrs or cuts.
.3
The structural parts to be welded as well as
those adjacent, even if they have been previously pickled,
are to be cleaned carefully before welding, using suitable
mechanical means, such as stainless steel wire brushes, so
as to eliminate oxides, grease or other foreign bodies which
could give rise to welding defects.
.4
Edge preparation, alignment of joints, spotwelding methods and root chipping are to be appropriate to
the type of joint and welding position, and comply with
Society Rule requirements for the welding procedures
adopted.
C3.2.4.3
Inspections
.1
Inspections of welded connections by the
Society surveyors are, in general, those specified in (a) to (e)
below. The extent of inspection will be defined by the Society on a case by case basis.
(a) Inspection of base materials for compliance with the

requirements this Article and of structures with the
approved plans.
(b) Inspection of the use and application conditions of
welding procedures for compliance with those
approved and verification that qualified welders are
employed.
(c) Visual examination of edge preparations, root chipping
and execution of welds in way of structural
connections.
.1
For welding, the requirements of relevant
Society Rules apply. In particular, these provisions make the
adoption of welding procedures dependent on their previous qualification by the Society. In addition, individual
builders are to hold an authorization by the Society to use
these procedures, employing welders qualified by the
Society.
.2
For welds design and throat thicknesses, the
requirements of relevant Society Rules apply.
In addition, intermittent welds are not allowed in following
zones:
February 2002
Accessibility and edge preparation
(d) Examination of radiographs of welded joints (radiographing is to be performed, if necessary, depending on

the extent of the examinations), and inspection of performance of execution of the ultrasonic or magnetic
particle examinations, which may be required.
(e) Inspection of any repairs, to be performed with procedures and inspection methods at the discretion of the
Society surveyor.
.2
Irrespective of the extent of such inspections,
it is the responsibility of the builder to ensure that the manufacturing procedures, processes and sequences are in
compliance with relevant Society requirements, approved
plans and sound working practice. For this purpose, the
shipyard is to have its own production control organization.
Bureau Veritas
45
HSC Chapter 3
C3.2.4.4
Welding processes for light alloys
.1
In general, the welding of the hull structures
is to be performed with the MIG (metal-arc inert gas) and
TIG (tungsten-arc inert gas) processes using welding consumables recognized as suitable for the base material to be
used. Welding processes and filler materials other than
those above are to be individually considered by the Society at the time of the approval of welding procedures.
.2
For the authorization to use welding procedures in production, the following details are to be stated:
Fibre-reinforced plastic (FRP) structures
C3.2.6.1
Raw materials
.1
The main raw materials are to be homologated by the Society.
It may be accepted as equivalent that main raw materials

should be individually inspected by the Society. In such a
case, each batch being used is submitted to tests, the conditions and scope of which are stipulated by the Societys
surveyor.
.2
(a) grade and temper of parent and filler materials

(b) weld execution procedures: type of joint (e.g. butt-joint,
fillet joint); edge preparation (e.g. thicknesses, bevelling,
right angle edges); welding position (e.g. flat, vertical,
horizontal) and other parameters (e.g. voltage, amperage, gas flow capacity)
(c) welding conditions (e.g. cleaning procedures of edges
to be welded, protection from environmental
atmosphere)
(d) special operating requirements for butt-joints, for example for plating: welding to be started and completed on
end pieces outside the joint, back chipping, arrangements for repairs consequent to possible arc restarts
(e) type and extent of controls during production.
C3.2.5
C3.2.6
Reinforcement fibres
(a) Fibres for reinforcement may be textile glass or aramid

or carbon fibres or other fibres.
(b) Products laid on a surface, such as size, binder and coupling finish, are to ensure cohesion between fibres and
resins.
(c) During manufacturing, the shipyard is to ensure that
reinforcement materials are to be free from scrap matter
and without defects, detrimental to their use.
.3
Resins
(a) Resins are to be capable of withstanding ageing in

marine environments and industrial atmospheres.
(b) Resins are to be used within the limits fixed by the manufacturer. In this respect, the surveyor may ask for any
relevant proof.
Corrosion protection - heterogeneous

steel/aluminium alloy assembly
.4
Connections between aluminium alloy parts,

and between aluminium alloy and steel parts, if any, are to
be protected against corrosion by means of coatings applied
by suitable procedures agreed by the Society.
Core materials for sandwich laminates
.1
(a) Expanded foams contributing to sandwich laminate

strength are to be of the closed cell type and compatible
with the resins used.
.2
In any case, any direct contact between steel
and aluminium alloy is to be avoided (e.g. by means of zinc
or cadmium plating of the steel parts and application of a
suitable coating on the corresponding light alloy parts).
(b) Expanded polystyrenes may be used only as filling or

buoyancy materials.
.3
Any heterogeneous jointing system is subject
to the Societys agreement.
(a) Fillers and pigments are to affect neither the conditions

of polymerisation of the impregnation resin nor its
mechanical characteristics. The percentage of both of
them is not to exceed, as a rule, 10% of the mass of
resin, with a maximum of 2% for thixotropic agents and
5% for flame retarders.
.4
The use of transition joints made of aluminium/steel-cladded plates or profiles is subject to the
Societys agreement.
.5
.5
Additives
The use of
examination.
Transition joints are to be type-approved.
microspheres
is
subject to
special
Qualifications tests for welding procedures

are to be carried out for each joint configuration.
(b) The type and proportions of catalyst and accelerator are

to be adjusted in any case to the conditions of work
(production rate) and ambient atmosphere (temperature).
.7
A welding booklet giving preparations and
various welding parameters for each type of assembly is to
be submitted for review.
In order to ensure complete curing, the builder is to

respect the indications of the resin manufacturer, particularly for the ratio of catalyst.
.6
46
Bureau Veritas
February 2002
HSC Chapter 3
.6
Materials for integrated structures
(a) These are elements entirely covered with laminate, and

used for reinforcement, moulding, or as lamination support for stiffeners, for example.
(b) The metals used are withstand seawater and fuel corrosion; they are to be of good quality and must not have
any influence on resin curing.
They are to undergo appropriate preparation to improve
bonding with the resin.
(c) As a rule, wood reinforcements are to be of a plywood
type with good seawater resistance. The use of timber is
subject to a special examination.
(j) Tests are to be carried out on testpieces taken out of the

panel in two perpendicular directions. The number of
testpieces for each direction is given by the standard
used for the particular test.
(k) For each group of testpieces and for each result, the
value to consider is the average obtained from the
number of tested pieces, provided that the minimum
value is not less than 0,9 times the mean value. Otherwise, the value to consider is determined by the Society,
taking testing conditions and dispersion of results into
account.
(l) Mechanical characteristics are to be obtained from dry
testpieces, i.e. not conditioned in water.
(m) In general, the following tests are to be carried out:
C3.2.6.2
.1
Tests on laminates
single skin laminates: tensile tests, bending tests

(three-point method), measurement of specific gravity and percentage of reinforcement in mass,
sandwich laminates: bending tests (four-point

method), and, for each skin, tensile tests, measurement of specific gravity and percentage of
reinforcement in mass.
General
(a) The shipyard has to make samples representative of

shell materials and possibly of other parts of the structure, taking into account the type and size of ship.
(b) If sister ships are built at the same shipyard, and provided that raw materials are not changed, the frequency
of samples for testing is determined by the Society.
(c) These test samples are to be submitted to a laboratory
approved by the Society to undergo mechanical and
physicochemical tests, as defined below.
(d) In general, tests are to be carried out according to the
standards indicated below, or other recognized standards previously agreed upon with the Society.
(e) These tests must show that laminate characteristics are
at least equivalent to the theoretical values given by
direct calculation following the method given in
C3.2.6.3. Otherwise, supplementary tests may be
required.
(f) The Society reserves the right to require tests different
from those defined below, if particular materials or unusual manufacturing process are used.
(n) Bending tests are to be carried out with the load applied
either on the gel-coat side or on the opposite side. The
choice of the side is to be decided in accordance with
the Society, so that the failure mode of the testpiece is
representative of the case of scantlings of the plating.
(o) Test results are to be shown in a test report, mentioning
the tests in C3.2.6.22 to C3.2.6.24.
.2
(b) The applicable standard is:

ISO 3268.
(c) For each testpiece, the test report is to provide the following information:
(h) Identification of the panel is given by the following

elements:
exact name of the resin, with its specific gravity,
elasticity modulus, and breaking stress in curing
state,
description of elementary layers,
characteristics of the laminate (e.g. layer type,

direction),
direction of the panel in respect of longitudinal axis

of the ship and indication of direction for warp and
weft for the rovings in respect of the same axis.
(i) Conditioning of laminate panels, preparation of testpieces, dimensional measurement of testpieces and the
tests defined below are to be carried out according to
recognized standards.
February 2002
Tensile tests
(a) In general, these tests are to be carried out for single

skin laminates and the skins of sandwich laminates.
(g) Tests are to be carried out on a panel, the composition

of which is to be the same as that of a shell plating area,
without gel-coat.
reference of the standard used for the test,
widths and thicknesses of the test-piece, in mm,
length between fixed ends, in mm,
load (in N) - elongation curve (in mm),
breaking load, in N,
tensile breaking stress, in N/mm2,
tangential initial elasticity modulus, in N/mm2,
other items of information required by the standard,

if necessary.
(d) If breaking occurs in several steps, the value taken into

account is the first break obtained from the load-elongation curve.
(e) The test report is also to indicate the mean value of the
breaking load, breaking tensile strength and tangential
initial elasticity modulus.
Bureau Veritas
47
HSC Chapter 3
.3
Bending tests
(a) In general, bending tests using the three-point method

are to be carried out only for the single skin laminates.
mass of reinforcement by unit of area, in g/m2,
percentage of reinforcement in mass,

if necessary.
The applicable standard is:

ISO 178.
(b) In general, bending tests using the four-point method
are to be carried out only for sandwich laminates.
The applicable standard is:
(d) The test report is also to indicate the mean value of the
mass by unit of area, in g/m2, specific gravity, in g/m3,
mass of reinforcement by unit of area, in g/m2, and percentage of reinforcement in mass.
ASTM C 393.
C3.2.6.3
widths and thicknesses of the testpiece, in mm,
as follows:
length of the span between supports, in mm,
: content in mass of reinforcement in a layer,
for the four-point method: location of the points

where the load is applied,
: content in volume of reinforcement in a layer,

defined in C3.2.6.32 below,
load (in N) - deflection (in mm) curve,
breaking load, in N, and failure mode,
: vacuum content, equal to 0, if there is no available information,
bending breaking strength, in N/mm2, for single skin

laminate tests,
E1
bending breaking strength of skin and shear breaking strength of core for sandwich laminate tests,
both in N/mm 2,
: Youngs modulus of a layer with unidirectional

fibres, parallel to fibres, in N/mm2, defined in
C3.2.6.32 below,
E2
: Youngs modulus of a layer with unidirectional

fibres, perpendicular to fibres, in N/mm2,
defined in C3.2.6.32 below,
12,21
: Poissons ratios of a layer with unidirectional

fibres, defined in C3.2.6.32 below,
G 12
: Coulombs modulus of a layer with unidirectional fibres, in N/mm2, defined in C3.2.6.32

below,
: specific gravity of reinforcement, in g/cm3,
: specific gravity of resin, in g/cm3,
E1v
: Youngs modulus of reinforcement in the direction parallel to fibres, in N/mm2,
E2v
: Youngs modulus of reinforcement in the direction perpendicular to fibres, in N/mm 2,
Er
: Youngs modulus of resin, in N/mm2,
: Poissons ratio of reinforcement,
: Poissons ratio of resin,
Gr
: Coulombs modulus of resin, in N/mm2, defined

in C3.2.6.32 below,
Gv
: Coulombs modulus of the reinforcement, in

N/mm2, as given in Table C3.2.7.

if necessary.
(e) The test report is also to indicate the mean value of the
breaking load and breaking strength.
.4
Specific gravity and percentage of

reinforcement
(a) In general, these tests are to be carried out for single

skin laminates and the skins of sandwich laminates.
(b) The applicable standards are:
ASTM D 792,
ASTM D 3171.
-
dimensions, in mm, of the test-piece,
mass of the test-piece, in g,
mass by unit of area of the test-piece, in g/m2,
specific density, in g/m3,
mass of reinforcement of the test-piece, in g,
The meanings of the symbols used below are
.1
(d) If breaking occurs in several steps, the value taken into

account is the first break obtained from the load-deflection curve.
48
Estimation of mechanical characteristics

of FRP materials
When there is no available information, the values given in

Table C3.2.7 may be considered.
Bureau Veritas
February 2002
HSC Chapter 3
Table C3.2.7
Fibres
E Glass
Aramid
HS Carbon
HM Carbon
Polyester
Epoxy
2,54
1,45
1,80
1,90
1,20
1,20
parallel to fibres
73000
130000
230000
370000
3000
2600
perpendicular to fibres
73000
5400
15000
6000
30000
12000
50000
20000
0,25
0,35
0,35
0,35
0,316
0,40
Specific gravity (g/cm3)

Youngs modulus (N/mm2)
Coulombs modulus (N/mm )

Poissons ratio
.2
Resins
The values of E1, E2, 12 and G12 are calculated above,

directions x and y are defined in Figure C3.2.1.
Elementary layer
(a) The content in volume of reinforcement in the layer is

given by the formula:
Figure C3.2.1
(1 0 )
= -------------------------------------
+ ( 1 ) -----v
r
(b) Whatever the type of reinforcement used in a particular

layer, the elastic characteristics of a layer with unidirectional fibres having the same content of reinforcement
as that layer are to be calculated first:
Youngs moduli:
-
parallel to fibres
(d) In general, the content in mass of reinforcement in a

layer of mat is between 0,25 and 0,35.
E 1 = E 1v + ( 1 ) E r
The Youngs modulus of a layer of mat may be estimated from:
perpendicular to fibres
Er
1 + 0, 85 2
E 2 = ------------- --------------------------------------------------------------1 r2
Er
( 1 ) 1, 25 + -------------------------E 2v ( 1 r2 )
3
5
E M = --- E 1 + --- E 2
8
8
Poissons ratios:
In this formula, the values E1 and E2 are those defined

above.
12 = v + ( 1 ) r
E
21 = 12 ----2E1
(e) Woven rovings may be taffeta, cotton serge, satin, etc.,

warp and weft balanced or not.
Coulombs modulus:
G 12
In general, the content in mass of reinforcement in a

woven roving reinforced layer is between 0,4 and 0,6,
and the content in mass of reinforcement in an unidirectional reinforced layer is between 0,6 and 0,7.
1 + 0, 6 0 , 5
= Gr ----------------------------------------------G
( 1 )1, 25 + ------r
Gv
where:
The direction of the warp (direction 1) is to be distinguished from that of the weft (direction 2); the elastic
characteristics are:
Er
G r = -------------------------2 ( 1 + r )
(c) Following any direction that forms an angle with the

direction of fibres, the Youngs moduli of the elementary layer become:
E 2R = ( 1 k ) E 1 + k E 2
where k is the woven balance coefficient equal to the

ratio of warp tensile strength to the sum of tensile
strengths in warp and weft, E1 and E2 being defined
above.
1
2 12
1
1
---- = ----- cos4 + -------- ----------
G
E1
E1
Ex
12
1
sin2 cos2 + ----- sin4
E2
1
2 12
1
1
---- = ----- sin4 + -------- ----------
E1
Ey
G 12
E1
Generally, a layer reinforced with woven rovings may

be considered as made of two perpendicular unidirectional layers, and it is possible to apply directly to them
the formulae laid down above, taking into account the
actual content of reinforcement in the layer.
1
sin2 cos2 + ----- cos4
E2
February 2002
E 1R = k E 1 + ( 1 k ) E 2
Bureau Veritas
49
HSC Chapter 3
.3
Single skin laminates
(a) A laminate is made of n layers. The characteristics of

layer i of the laminate are:
ti
: thickness, in mm, regardless of direction,

given by:
zi
: distance, in mm, from the neutral fibre of

layer i to an edge (regardless of direction):
ti 1 + ti
z i = z i 1 + ---------------2
: Youngs modulus of layer i, in N/mm2,

assumed to be known and experimentally
verified. Ei is the lowest of the values in tension and compression.
Ei
.4
with regard to the edge of reference:
Ei ti zi
V = --------------------------Ei ti
t V
[EI]
: flexural rigidity of the sandwich laminate, in

N.mm2/mm,
[I]
: inertia of
mm 4/mm,
: vacuum content of skins,
[ EI ] =
E
i
t
----- 12
+ t i d i2
(e) The inertia of the multi-layer laminate, by millimetre of

width, in mm4/mm, is:
[I ] =
-----12t - + t d
3
i
2
i
(f) The theoretical bending breaking strength of the multilayer laminate, is, in N/mm2:
[E I]
br = k --------- ( ( 1 0 ) 2 10 3 )
[ I]
the
sandwich
laminate,
in
17,0 for skins using polyester resin,
25,0 for skins using epoxy resin,
12,5 for skins made of carbon reinforcements and epoxy resins.
When the breaking strength of the laminate by bending

of skins, given by mechanical tests as requested in
C3.2.6.2, is greater than the theoretical calculated value
br, the breaking strength obtained from tests can be
taken into account to increase the preceding value of
br.
Distances from the neutral fibre of each layer to the

neutral fibre of the laminate are, in mm:
di = zi V
(c) The shear breaking of a sandwich laminate is to be considered in each particular case, considering the thickness and the shear breaking strength of the core material
(see C3.8.4.4).
.5
Stiffener
(a) In general, the characteristics of the member considered

as support only for the lamination of the stiffener are not
to be taken into account for estimation of the mechanical characteristics of the stiffener.
(b) Symbols are shown in Table C3.2.8, where:
Ib
where:
50
Sandwich laminates
with regard to the other edge:
3
i
12,5 for laminates made of carbon reinforcements and epoxy resins.
where:
(c) The distance of the neutral fibre of the multi-layer laminate is, in mm:
(d) The flexural rigidity of the multi-layer laminate EI, by

millimetre of width, in N.mm2/mm, is:
[E I]
br = k --------- ( ( 1 0 ) 2 10 3 )
[I ]
V =
25,0 for laminates using epoxy resin,
(b) The theoretical bending breaking strength by bending of

skins of the sandwich laminate is, in N/mm2:
Ei ti
E L = ------------------ti
(a) The inertia and flexural rigidity of sandwich laminates

are to be calculated according to (d) and (e) above, taking into account the core as an elementary layer with its
own characteristics (thickness and Young modulus of
the core material).
(b) The equivalent tensile elasticity modulus EL, in N/mm2,

of the multi-layer laminate may be calculated by:
17,0 for laminates using polyester resin,
When the breaking strength of the laminate, given by

mechanical tests as stipulated in C3.2.6.2, is greater
than the theoretical calculated value br, the breaking
strength obtained from tests can be taken into account
to increase the preceding value of br.
Pvi
1 1
t i = ------------------ ----- + --------------i 10 3
( 1 0 ) v i r
where Pvi is the mass of reinforcement by

unit of area in layer i in g/m2, and i is the
content in mass of reinforcement in layer i.
Bureau Veritas
: width of the associated plating, defined in

C3.8.4.5.
February 2002
HSC Chapter 3
to the average of the 1 per cent highest accelerations in the

most severe sea conditions expected, in addition to the
gravity acceleration.
Generally, it is to be not less than:
Table C3.2.8
Width or
height
(mm)
Thickness
(mm)
Youngs
modulus
(N/mm2)
Section
(mm2)
Flange
Is
ts
Es
Ss = ts Is
Core
ta
Ea
Sa = t a H
Associated
plating
Ib
tb
Eb
Sb = tb Ib
V
a CG = foc S oc ------L
where foc and Soc values are indicated in Table C3.3.1.

and Table C3.3.2.
Table C3.3.1
(c) To supplement the symbols defined in Table C3.2.8, the

following elements are needed:
zi
: distance from the neutral fibres of the three

elements, i.e. core, flange and associated
plating (index i refers to each one of them),
to the outer face of the associated plating,
in mm,
: distance from the stiffener neutral fibre to

the outer face of the flange, in mm:
V = H V + ts + tb
di
: distances from the neutral fibre of each element to the stiffener neutral fibre, in mm:
di = zi
Ii
: specific inertia of each element, in mm 4.
(d) The rigidity of a stiffener [EI], in N.mm2, is:

[ E I] =
2
i
(e) The inertia of a stiffener [I], in mm 4, is:

[I ] =
( I i + S i d i2 )
(f) The theoretical bending breaking strength of the stiffener

br, in N/mm 2, is:
br
[ E I]
= k --------- 10 3
[ I]
where:
k
17,0 for stiffeners using polyester resin,
25,0 for stiffeners using epoxy resin,
12,5 for skins made of carbon reinforcements and epoxy resins.
C3.3
Design acceleration
C3.3.1
Vertical acceleration at LCG
February 2002
Pilot,
Patrol
Rescue
foc
0,666
1,333
1,666
Sea
area
Open
sea
Restricted
open sea
Moderate
environment
(2)
Smooth
sea
(3)
Soc
CF (1)
0,30
0,23
0,14
(1) For passenger, ferry and cargo craft, their seaworthiness

in this condition is to be ascertained. In general, S should not
be lower than the values given in this Table, where:
0, 6
C F = 0, 2 + --------------- 0, 32
V L
(2) Not applicable to craft with type of service Rescue
(3) Not applicable to craft with type of service Pilot, Patrol
or Rescue
.3
The sea areas referred to in Table C3.3.2 are
defined with reference to significant wave heights Hs which
are exceeded for an average of not more than 10 percent of
the year:
Open-sea service:
Hs 4,0 m
Restricted open-sea service:
2,5 m Hs < 4,0 m
Moderate environment service:
0,5 m < Hs < 2,5 m
Smooth sea service:
Hs 0,5 m.
.4
If the design acceleration cannot be defined
by the designer, the aCG value corresponding to the appropriate values of foc and Soc reported in Table C3.3.1 and
Table C3.3.2 will be assumed.
The design vertical acceleration at LCG, aCG

(expressed in g), is defined by the designer and corresponds
.1
Supply
.2
Lower aCG values may be accepted at the
Societys discretion, if justified, on the basis of model tests
and full-scale measurements.
E (I + S d )
i
Passenger,
Ferry,
Cargo
Table C3.3.2
: distance from the stiffener neutral fibre to

the outer face of the associated plating, in
mm:
Ei Si zi
V = ----------------------------Ei Si
Type of
service
.5
An acceleration greater than aCG = 1,5 foc
may not be adopted for the purpose of defining limit operating conditions.
Bureau Veritas
51
HSC Chapter 3
.6
The longitudinal distribution of vertical
acceleration along the hull is given by:
C3.3.3
Assessment of limit operating

conditions
C3.3.3.1
General
av = kv aCG
where:
kv
longitudinal distribution factor, not to be less

than (see Figure C3.3.1):
kv = 1 for x/L 0,5
kv = 2 x/L for x/L > 0,5
Higher values may be requested based on pitch
consideration.
aCG
.1
Limit operating conditions in this paragraph are to be taken to mean sea states (characterized only
by their significant wave heights) compatible with the structural design parameters of the craft, i.e. the sea states in
which the craft may operate depending on its actual speed.
.2
Limit operating conditions are derived from
the restrictions presented in C3.3.3.2, C3.3.3.3 and
C3.3.3.4 below.
design acceleration at LCG.

Figure C3.3.1
.3
Other specific design parameters influenced
by sea state and speed could be also considered at the discretion of the Society.
2,0
1,0
0,5
1,0
x/L
.7
Variation of av in the transverse direction
may generally be disregarded.
C3.3.2
Transverse acceleration
Transverse acceleration is defined on the

basis of results of model tests and full-scale measurements,
considering their characteristic value as specified in
C3.3.4.1.
.1
.2
In the absence of such results, transverse
acceleration, in g, at the calculation point of the craft may
be obtained from:
2
H
r
V ( L)
a t = 2, 5 ------s-l 1 + 5 1 + -------------------- ---
L
L
6
.5
The limit operating conditions are defined, at
the discretion of the Society, on the basis of results of model
tests and full-scale measurements or by numerical
simulations.
.6
The limit operating conditions, taken as a
basis for classification, are indicated in the Classification
Certificate and are to be considered in defining the worst
intended conditions and the critical design conditions in
Chapter 1.
It is assumed that, on the basis of weather

forecast, the craft does not encounter, within the time interval required for the voyage, sea states with significant
heights, in m, greater than the following:
.7
aC G
L
- -----------------------------H s m = 5 ------------------V ( L ) 6 + 0, 14 L
where:
Hsl
permissible significant wave height at maximum

service speed V (see C3.3.3),
distance of the point from:
52
.4
It is the designers responsibility to specify
the format and the values of the limit operating conditions.
Their format may be for example a relation between speed
and significant wave height which ascertains actual loads
less than the one used for structural design. They must
include the maximum allowed significant wave height H sm
consistent with the structural strength. Hsm is not to be
greater than the value calculated according to C3.3.3.1.7
below.
0,5 D for monohull craft,
waterline at draught T, for twin-hull craft.
where vertical acceleration aCG is defined in C3.3.1.

.8
For craft with a particular shape or other
characteristics, the Society reserves the right to require
model tests or full-scale measurements to verify results
obtained by the above formula.
Bureau Veritas
February 2002
HSC Chapter 3
C3.3.3.2
Limitation imposed by bottom impact

pressure and deck loads
.1
Bottom impact pressure, given in C3.5.3,
and deck loads, given in C3.5.8, are explicitly or implicitly
depending on the vertical acceleration at LCG. Therefore,
the design values of these loads, taken as the basis for the
classification, directly impose limitation on vertical acceleration level at LCG.
.2
It is the designers responsibility to provide
for a relation between the speed and the significant wave
height that provides a maximum vertical acceleration less
than the design value.
.3
Model tests if any are to be carried out in
irregular sea conditions with a significant wave height corresponding to the operating conditions of the craft and a
clearly specified sea spectrum. The scale effect is to be
accounted for with an appropriate margin of safety. The
characteristic value of acceleration and global loads to be
assumed corresponds to the average of the 1 per cent highest values obtained during tests. The duration of the test is,
as far as practicable, to be sufficient to guarantee that results
are stationary.
.4
Where model test results or full-scale measurements are not available, the formula contained in
C3.3.3.2.5 may be used to define maximum speeds compatible with design acceleration of monohulls, depending
on sea states having a significant height Hs.
.5
The significant wave height is related to the
crafts geometric and motion characteristics and to the vertical acceleration aCG by the following formula:
( 50 dCG ) ------ + 0, 75
16
B W
H
- K F R K HS
= ----------------------------------------------------------------- ------S + 0, 084 ----- T
T
3555 C B
a CG
for units for which V / L0,5 3 and / (0,01 L)3 3500

KFR =
VX
-----
If Vx is replaced by the maximum service speed V of the

craft, the previous formula yields the significant height of
the limit sea state, Hsl. This formula may also be used to
specify the permissible speed in a sea state characterised by
a significant wave height equal to or greater than Hsl.
.6
On the basis of the formula indicated in
C3.3.3.2.5, the limit sea state may be defined (characterised
by its significant wave height Hsl), i.e. the sea state in which
the craft may operate at its maximum service speed. During
its voyage, whenever the craft encounters waves having a
significant height greater than Hsl, it has to reduce its speed.
.7
For catamarans, the relation between speed,
wave height and acceleration is to be justified by model test
results or full-scale measurements (see also C3.3.3.3).
.8
For craft, such as SESs, for which a speed
reduction does not necessarily imply a reduction in acceleration, the speed is to be modified depending on the sea
state according to criteria defined, at the discretion of the
Society, on the basis of motion characteristics of the craft.
.9
The reduction of vertical acceleration aCG
induced by stabilisation system if any is to be disregarded
for the purpose of limit operating conditions imposed by
bottom impact loads.
C3.3.3.3
.1
Limitation imposed by wet deck impact

loads for catamarans
Wet deck impact pressure is given in C3.5.4.
.2
The formula in C3.5.4 may be used to define
maximum speeds compatible with actual structure of wet
deck, depending on sea states having a significant height
H s.
.3
The reduction of relative impact velocity Vsl
induced by stabilisation system if any is to be disregarded
for the purpose of limit operating conditions imposed by
wet deck impact loads.
and
KH S = 1
for units for which V/L0,5 < 3 or /(0,01 L)3 < 3500
V
K F R = 0, 8 + 1, 6 ------XL
C3.3.3.4
and
H
K H S = ------S
T
where:
Hs
: significant wave height, in m,
dCG
: deadrise angle, in degrees, at LCG, to be taken

between 10 and 30,
: trim angle during navigation, in degrees, to be

taken not less than 4,
: maximum service speed, in knots.
Vx
: actual craft speed, in knots.
February 2002
Limitation imposed by global loads
.1
For monohulls and catamarans, the longitudinal bending moment and shear forces as given in C3.4.1
and C3.4.2 are explicitly or implicitly depending on vertical
acceleration along the ship. Therefore, the design values of
these loads, taken as the basis for classification, directly
impose limitation on vertical acceleration level at LCG. The
requirements of C3.3.3.2.2 to C3.3.3.2.9 apply.
.2
For catamarans, the transverse bending
moment, the torsional bending moment and the vertical
shear force as given in C3.4.2 are depending on vertical
acceleration aCG. Therefore, the requirements of C3.3.3.2.2
to C3.3.3.2.9 apply.
Bureau Veritas
53
HSC Chapter 3
.3
For SWATH craft, the global loads as given
in C3.4.3 are not depending on ship motions.
.2
For large craft, values from model tests, or
hydrodynamic calculations, may be taken into account,
after agreement of the Society on the methodology, the sea
conditions and the loading cases. in such cases, values
given in C3.4.1.2 must be considered as short term 1/100
values.
.4
For ships with length greater than 100m, the
relation between vertical acceleration along the ship and
global loads are to be ascertained on basis of results of
model tests and/or full-scale measurements or by numerical
simulations, as indicated in C3.3.3.2.
C3.4.1.2
.5
The reduction of vertical acceleration along
the ship induced by stabilisation system if any is to be disregarded for the purpose of limit operating conditions
imposed by global loads.
C3.3.3.5
.1
General
.1
The values of the longitudinal bending moment

and shear force are given, in first approximation, by the formula in C3.4.1.2.2, C3.4.1.2.3
and C3.4.1.2.4.
.2
The total bending moments M blH, in hogging

conditions, and MblS, in sagging conditions, in
kN.m, are to be taken as the greatest of those
given by the formulae in C3.4.1.2.2 and
C3.4.1.2.3.
Hull monitoring
The Society may require a hull monitoring

system to be fitted on board, allowing to monitor and display in real time the vertical acceleration and any other
sensitive parameter with respect to the strength.
.1
For ships having L > 100 m, only the formula in

C3.4.1.2.3 is generally to be applied; the formula in C3.4.1.2.2 is to be applied when
deemed necessary by the Society on the basis of
the motion characteristics of the ship. The total
shear forces Tbl, in kN, is given by the formula
in C3.4.1.2.4.
The information is to be available at the

wheelhouse and displayed in a clear format allowing to
compare with design values.
.2
.3
When a hull monitoring system is requested,
its specification is to be submitted for review.
C3.4
Overall loads
C3.4.1
Monohulls
C3.4.1.1
General
Bending moment and shear force
.1
As a rule, only longitudinal vertical bending
moment and shear force are to be considered for
monohulls.
.3
The longitudinal distribution of the total bending moment MblH and M blS is given in
C3.4.1.2.5.
.4
If the actual distribution of weights along the

craft is known, a more accurate calculation may
be carried out according to the procedure in
C3.4.1.2.6. the Society reserves the right to
require calculation to be carried out according
to C3.4.1.2.6 whenever it deems necessary.
.5
Rule requirements are reminded in Table

C3.4.1.
Table C3.4.1
Ships
L 100 m
All cases
L 100 m
Alternatively, when actual

distribution of weights is known
L > 100 m
Normal cases
Applicable requirements
Bending moment
C3.4.1.2.2 or C3.4.1.2.3 whichever is the greater
Shear force
C3.4.1.2.4
Bending moment and

shear force
C3.4.1.2.6
Bending moment
C3.4.1.2.3
Shear force
C3.4.1.2.4
Bending moment
C3.4.1.2.2 or C3.4.1.2.3 whichever is the greater
L > 100 m
Special cases (when deemed

necessary by the Society)
Shear force
C3.4.1.2.4
L > 100 m
Alternatively, when actual

distribution of weights is known
Bending moment and

shear force
C3.4.1.2.6
54
Bureau Veritas
February 2002
HSC Chapter 3
.2
Bending moment due to still water loads,

wave induced loads and impact loads
.6
Bending moment and shear force taking

into account the actual distribution of
weights
M blH = M blS = 0, 55 L ( C B + 0, 7 ) ( 1 + a C G )
where aCG is the vertical acceleration at the LCG, defined in

C3.3.1.
.3
.1
The distribution of quasi-static bending moment

and shear force, due to still water loads and
wave induced loads, is to be determined from
the difference in weight and buoyancy distributions in hogging and sagging for each loading or
ballast condition envisaged.
.2
For calculation purposes, the following values

are to be taken for the design wave:
Bending moment due to still water loads

and wave induced loads
M blH = M sH + 0, 60 Soc C L 2 B CB
M blS = M s S + 0, 35 So c C L 2 B ( C B + 0, 7 )
where:
MsH
: still water hogging bending moment, in kN.m,
MsS
: still water sagging bending moment, in kN.m,
Soc
: parameter as indicated in Table C3.3.2, for the

considered type of service.
=L
For the purpose of this calculation, CB may not be taken less

than 0,6.
Total shear force
where:
Mbl
: the greatest between MblH and MblS, calculated

according to C3.4.1.2.2 and C3.4.1.2.3, as
applicable.
.5
Longitudinal distribution of total bending

moment
The longitudinal distribution of the total bending moments

is given by:
KM MblH in hogging
KM MblS
in sagging
wave form: sinusoidal.
In addition, the increase in bending moment

and shear force, due to impact loads in the forebody area, for the sagging condition only, is to
be determined as specified below. For the purpose of this calculation, the hull is considered
longitudinally subdivided into a number of
intervals, to be taken, in general, equal to 20.
For smaller craft, this number may be reduced
to 10 if justified, at the Societys discretion, on
the basis of the weight distribution, the hull
forms and value of the design acceleration aCG.
For twin-hull craft, the calculation below
applies to one of the hulls, i.e. the longitudinal
distribution of weight forces gi and the corresponding breadth Bi are to be defined for one
hull.
The total impact force, in kN, is:
where:
: longitudinal distribution factor as shown on Figure C3.4.1.
KM
.3
3, 2 M b l
T bl = ---------------------L
wave height, in m:
L
h = ------------------L15 + ----20
C = 6 + 0,02 L
.4
wave length, in m:
FS L =
SLi
x i
where:
Figure C3.4.1
length of interval, in m,
qSLi
additional load per unit length, in

kN/m, for x/L 0,6 (see also Figure
C3.4.2), given by:
KM
1,0
x
q S L i = p 0 B i sin 2 ----i 0, 6
L
0
0
0,1
0,2
0,3
0,4
0,5
0,6
0,7
0,8
0,9
1,0
xi
x / L
February 2002
Bureau Veritas
distance, in m,
perpendicular,
from
the
aft
55
HSC Chapter 3
xSL
Figure C3.4.2
: distance, in m, of centre of surface

FSL from the midship perpendicular,
given by:
qbi = gi x avi
0,5L
fSL
: surface, in m2, equal to:
.4
AP
FP
a v0
C=L
a v0 + a v1
a v0
a v1
avi
craft breadth, in m, at uppermost

deck;
ah
ap
.5
weight per unit length, in kN/m, of

interval i; for twin-hull craft, gi is to
be defined for one hull,
xW
distance, in m, of LCG from the

midship perpendicular, equal to:
( g i x i x i )
x W = ------------------------------------- 0, 5 L
( g i x i )
radius of gyration, in m, of weight

distribution, equal to:
r0 =
g i x i ( x i 0, 5 L ) 2
-----------------------------------------------------------
g i x i
0, 5
normally 0,2 L < r0 < 0,25 L (guidance value)
56
x
----i
L
0, 6
: total dimensionless vertical

acceleration at interval i, equal
to:
: acceleration due to heaving

motion, equal to:
: acceleration due to pitching

motion, in m-1, equal to:
(b) For x/L 0,6:

qsi = qbi qSLi
gi
r0
ah and ap are relative to g
weight force, in kN, equal to:

i
F S L x S L x W
- ------------------a p = -----2
G r 02 x W
vertical design acceleration at the

forward perpendicular, as defined
in C3.3,
g x
F S L r 02 x S L x W
- ---------------------------a h = -----2
G r 02 x W
maximum hydrodynamic pressure,

in kN/m2, equal to:
G =
x B sin 2
a v i = a h + a p ( x i 0, 5L )
av 1 G ( r 0 x )
p 0 = ----------------------------------------------------------------------------------------------f S L ( r 02 + 0, 5 L ( x S L x W ) x S L x W )
0, 6 0, 5 L
The resulting load distribution qsi, in kN/m, for

the calculation of the impact induced sagging
bending moment and shear force is:
2
W
av1
xi
--L
where:
(xi and Bi to be measured at the centre of interval i),

:
(a) For x/L < 0,6:

qsi = qbi = gi avi
a vi
fS L =
FSL
p0
x x B sin 2
0,1L
XSL
Bi
1
x S L = ----fS L
The impact induced sagging bending moment

and shear force are obtained by integration of
the load distribution qsi along the hull. They are
to be added to the respective values calculated
according to C3.4.1.3.1 in order to obtain the
total bending moment and shear force due to
still water loads, wave induced loads and
impact loads.
C3.4.2
Catamarans
C3.4.2.1
General
.1
The values of the longitudinal bending
moment and shear force are given by the formulae in
C3.4.1.2.
.2
For catamarans, the hull connecting structures are to be checked for load conditions specified in
C3.4.2.2 and C3.4.2.3. These load conditions are to be
considered as acting separately.
Bureau Veritas
February 2002
HSC Chapter 3
.3
Design moments and forces given in the following paragraphs are to be used unless other values are
verified by model tests, full-scale measurements or any
other information provided by the designer (see C3.3.4.1,
Requirements for model tests).
For craft with length L > 65 m or speed

V > 45 knots, or for craft with structural arrangements that
do not permit a realistic assessment of stress conditions
based on simple models, the transverse loads are to be evaluated by means of direct calculations carried out in
accordance with criteria specified in C3.6 or other criteria
considered equivalent by the Society.
C3.4.3
Small waterplane area twin-hull (SWATH)

craft - Forces and moments acting on
twin-hull connections
C3.4.3.1
Side beam force
.4
C3.4.2.2
Longitudinal bending moment and shear

force
.1
The design beam side force, in kN, (see Figure C3.4.3) is given by:
F Q = 12 , 5 T 2 / 3 d L S
where:
d = 1, 55 0, 75 tanh ----------------
11000
L S = 2, 99 tanh ( 0, 725 )
0, 137 A la t
= ---------------------------T 1 / 3
.1
Refer to C3.4.1.2.
.2
In C3.4.1.2.6, the breadth Bi is defined as
Alat
below:
Bi
: maximum breadth of one hull at the considered

longitudinal location xi, in m.
lateral area, in m2, projected on a vertical plane,

of one hull with that part of strut or struts below
waterline at draught T.
Figure C3.4.3
When slamming of wet-deck is expected to

occur (cf. C3.5.4), Bi is to be taken as:
.3
Bi
: the maximum breadth of one hull at the considered longitudinal location, in m, without being
greater than B/2, multiplied by the coefficient
fB, where:
fB = 2 (1 w/)
C3.4.2.3
Transverse bending moment and shear

force
The transverse bending moment Mbt, in

kN.m, and shear force Tbt, in kN, are given by:
.1
M bt
T/2
b aC G g
= ------------------------------5
.2
The lateral pressure, in kN/m2, acting on one
hull is given by:
FQ
p Q = ------Al at
The distribution of the lateral force FQ can be taken as constant over the effective length Le = Alat / T, in m. The constant
lateral force per unit length, in kN/m, is thus given by:
aC G g
T bt = ----------------------4
where:
b
: transverse distance, in m, between the centres

of the two hulls,
aCG
: vertical acceleration at LCG, defined in C3.3.1.
F
q Q = -----QLe
C3.4.3.2
C3.4.2.4
Transverse torsional connecting

moment
.1
The corresponding design bending moment,
in kN.m, is given by:
.1
The catamaran transverse torsional connecting moment, in kN.m, about a transverse axis is given by:
M tt = 0, 125 L a CG g
where aCG is the vertical acceleration at LCG, defined in

C3.3.1, which need not to be taken greater than 1,0 g for
this calculation.
February 2002
Bending moment
MQ = h M F Q
where:
hM
Bureau Veritas
half the draught T plus the distance from the

waterline at draught T to the midpoint of the
cross-deck structure (see Figure C3.4.4), in m.
57
HSC Chapter 3
machinery), the capacity of the side and bottom structures

to withstand such loads is to be verified according to criteria stipulated by the Society. In such cases, the inertial
effects due to acceleration of the craft are to be taken into
account.
Figure C3.4.4
MQ
= hM x FQ
Such verification is to disregard the simultaneous presence

of any external wave loads acting in the opposite direction
to internal loads.
FQ
C3.5.2.2
FQ
.1
Pressure on panels and strength members
may be considered uniform and equal to the pressure at the
following load points:
Local loads
C3.5
C3.5.1
Introduction
Design loads defined in this Article are to be

used for the resistance checks provided for in C3.7 and
C3.8 to obtain scantlings of structural elements of hull and
deckhouses.
.1
Such loads may be integrated or modified on

the basis of the results of model tests or full-scale measurements. Model tests are to be carried out in irregular sea
conditions with significant wave heights corresponding to
the operating conditions of the craft. The scale effect is to be
accounted for by an appropriate margin of safety.
.2
.3
The characteristic value to be assumed is
defined as the average of the 1 per cent highest values
obtained during testing. The length of the test is, as far as
practicable, to be sufficient to guarantee that statistical
results are stationary.
C3.5.2
The following loads are to be considered in

determining scantlings of hull structures:
geometrical centre of the panel, for impact pressure
for strength members:

centre of the area supported by the element.
C3.5.3
Impact pressure on the bottom of hull
.1
If slamming is expected to occur, the impact
pressure, in kN/m2, considered as acting on the bottom of
hull is not less than:
p s l = 70 ---- K 1 K2 K 3 a C G
Sr
: displacement, in tonnes (see C3.1.4). For catamaran, in the above formula is to be taken as
half of the craft displacement
Sr
: reference area, m2, equal to:
S r = 0, 7 --T
For catamaran, in the above formula is to be

taken as half the craft displacement
sea pressures due to hydrostatic heads and wave loads,

K1
internal loads.
External pressure generally determines scantlings of side and bottom structures; internal loads generally
determine scantlings of deck structures.
.2
58
lower edge of the plate, for pressure due to hydrostatic head and wave load
.2
Where the pressure diagram shows cusps or
discontinuities along the span of a strength member, a uniform value is to be taken on the basis of the weighted mean
value of pressure calculated along the length.
impact pressures due to slamming, if expected to occur,
.3
General
.1
trated
for panels:
where:
Loads
C3.5.2.1
Load points
Where internal loads are caused by concenmasses of significant magnitude (e.g. tanks,
Bureau Veritas
: longitudinal bottom impact pressure distribution factor (see Figure C3.5.1):
for x/L < 0,5: K1 = 0,5 + x/L
for 0,5 x/L 0,8: K1 = 1,0
for x/L > 0,8: K1 = 3,0 2,5 x/L
where x is the distance, in m, from the aft perpendicular to the load point
February 2002
HSC Chapter 3
Vsl
Figure C3.5.1
relative impact velocity, in m/s, equal to:

4H
V s l = --------------S + 1
L
K1
1,0
0,5
HS
significant wave height,
K2
factor accounting for impact area, as defined in

C3.5.3.1,
KWD
longitudinal wet deck impact pressure distribution factor (see Figure C3.5.2):
0,5
K2
0,8
1,0
for x/L < 0,2:

x
K W D = 0, 5 1, 0 ---
L
x/L
: factor accounting for impact area, equal to:

u 0, 75 1, 7K 2 = 0, 455 0, 35 -------------------------u 0, 75 + 1, 7
for 0,2 x/L 0,7:

KWD = 0,4
for 0,7 < x/L < 0,8:
with:
K2 0,50 for plating,
K2 0,45 for stiffeners,
K2 0,35 for girders and floors,
x
K W D = 6, 0 --- 3, 8
L
for x/L 0,8:

KWD = 1,0
where x is the distance, in m, from the aft perpendicular to the load point,
s
u = 100 ---Sr
where s is the area, in m 2, supported by the element (plating, stiffener, floor or girder). For
plating, the supported area is the spacing
between the stiffeners multiplied by their span,
without taking for the latter more than three
times the spacing between the stiffeners
K3
: factor accounting for shape and deadrise of the

hull, equal to:
VX
ships speed, in knots,
HA
air gap, in m, equal to the distance between the

waterline at draught T and the wet deck
Figure C3.5.2
KWD
K 3 = ( 70 d ) ( 70 dC G )
1,0
where dCG is the deadrise angle, in degrees,

measured at LCG and d is the deadrise angle,
in degrees, between horizontal line and
straight line joining the edges of respective area
measured at the longitudinal position of the
load point; values taken for d and dCG are to
be between 10 and 30
aCG
: design vertical acceleration at LCG, defined in

C3.3.1.
C3.5.4
Impact pressure on bottom of wet-deck

of catamarans (including tunnel radius)
.1
Slamming on bottom of the wet deck is
assumed to occur if the air gap HA,, in m, at the considered
longitudinal position is less than zwd,
where:
for L 65 m: zwd = 0,05 L

for L > 65 m: zwd = 3,25 + 0,0214 (L 65)
In such a case, the impact pressure, in kN/m 2, considered as
acting on the wet deck is not less than:
H
p s l = 3 K 2 K W D V X V S L 1 0, 85 ------A-
HS
0,5
0,4
0,7 0,8
1,0
x/L
.2
If the wet deck at a transverse section considered is not parallel to the design waterline, the impact
pressure psl will be considered at the discretion of the
Society.
C3.5.5
Sea pressures
C3.5.5.1
Sea pressure on bottom and side shell
.1
The sea pressure, in kN/m2, considered as
acting on the bottom and side shell is not less than psmin,
defined in Table C3.5.1, nor less than:
for z T:
S
p s = 10 T + 0, 75 S 1 0, 25 --- z
for z > T:
p s = 10 ( T + S z )
where:
February 2002
0,2
Bureau Veritas
59
HSC Chapter 3
external force: Fe = A ps
where:
z
vertical distance, in m, from the moulded base

line to load point. z is to be taken positively
upwards,
as given, in m, in Table C3.5.1 with CB taken

not greater than 0,5.
internal force: Fi = Fo + 10 W + Fp
where the parameters are defined in C3.5.5.2.2.
.4
The design forces, in kN, considered for the
scantlings of securing or supporting devices of doors opening inwards are to be not less than:
external force: Fe = A ps + Fp
Table C3.5.1
internal force: Fi = Fo + 10 W
where the parameters are defined in C3.5.5.2.2.
psmin
x/L 0,9
L
T 0, 36 a CG ------- 3, 5 T
CB
L + 75
20 ---------------- 35
5
C3.5.6
x/L 0,5
T 0, 60 a CG L 2, 5 T
L + 75
10 ---------------- 20
10
.1
The pressure, kN/m2, considered as acting on
front walls of the hull (in case of stepped main deck), not
located at the fore end, is not less than:
Between midship area and fore

(0,5 < x/L < 0,9), ps varies in a linear way as follows:
.2
end
x1
p s f = 6 1 + ------------------------------------- ( 1 + 0, 045 L 0, 38 z1 )
2 L ( C B + 0 , 1 )
where:
p s = p s F P ( 2, 25 2, 5 x L ) ( p s F P p sM ) )
where psFP is the sea pressure at fore end and psM in midship
area.
Stern doors and side shell doors
C3.5.5.2
Sea pressures on front walls of the hull
The sea pressures on stern doors and side

shell doors is to be taken according to C3.5.5.1 for scantlings of plating and secondary members.
.1
.2
scantlings of primary members are to be not less than:
external force: Fe = A ps
x1
: distance, in m, from front walls to the midship

perpendicular (for front walls aft of the midship
perpendicular, x1 is equal to 0),
z1
: distance, in m, from load point to waterline at

draught T.
Where front walls are inclined backwards, the pressure calculated above can be reduced to (psF sin ), where is the
angle in degree between front wall and deck.
psF is not less than the greater of:
3 + (6,5 + 0,06 L) sin
3 + 2,4 aCG
.2
For front walls located at the fore end, the
pressure psF will be individually considered by the Society.
internal force: Fi = Fo + 10 W
where:
C3.5.7
area, in m, of the door opening,
mass of the door, in t,
Fp
total packing force in kN. Packing line pressure

is normally not to be taken less than 5 N/mm,
Fo
the greater of Fc and 5 A (kN),
Fc
accidental force, in kN, due to loose of cargo

etc., to be uniformly distributed over the area A
and not to be taken less than 300 kN. For small
doors, such as bunker doors and pilot doors,
the value of Fc may be appropriately reduced.
However, the value of Fc may be taken as zero,
provided an additional structure such as an
inner ramp is fitted, which is capable of protecting the door from accidental forces due to
loose cargoes,
ps
The pressure, kN/m2, considered as acting on

walls of deckhouses is not less than:
.1
x1
p s u = K su 1 + ------------------------------------- ( 1 + 0, 045 L 0, 38 z 1 )
2 L ( C B + 0, 1 )
where:
Ksu
: coefficient equal to:
for front walls of a deckhouse located

directly on the main deck not at the fore
end:
Ksu = 6,0
for unprotected front walls of the second

tier, not located at the fore end:
Ksu = 5,0
for sides of deckhouses, b being the

breadth, in m, of the considered
deckhouse:
Ksu = 1,5 + 3,5 b/B (with 3 K < 5)
for the other walls:

Ksu = 3,0
sea pressure as defined in C3.5.5.1
.3
scantlings of securing or supporting devices of doors opening outwards are to be not less than:
60
Sea pressures on deckhouses
Bureau Veritas
February 2002
HSC Chapter 3
x1
: distance, in m, from front walls or from wall elements to the midship perpendicular (for front
walls or side walls aft of the midship perpendicular, x1 is equal to 0),
z1
: distance, in m, from load point to waterline at

draught T.
2
For weather decks and exposed areas with
.2
deck cargo:
if zd 2:
p = (pc + 2) kN/m2, with pc 4,0 kN/m2
if 2 < zd < 3:
p = (pc + 4 zd) kN/m2, with pc (8,0 2 zd) kN/m2
.2
The minimum values of psu, in kN/m , to be
considered are:
if zd 3:
for the front wall of the lower tier:

psu = 6,5 + 0,06 L
where:
for the sides and aft walls of the lower tier:

psu = 4,0
p = (pc + 1) kN/m2, with pc 2,0 kN/m2

zd
distance defined in C3.5.8.2.1,
pc
uniform pressure due to deck cargo load, in

kN/m2, to be defined by the designer with the
limitations indicated above.
for the other walls or sides:

psu = 3,0
.3
For unprotected front walls located at the
fore end, the pressure psu will be individually considered by
the Society.
C3.5.8
Deck loads
C3.5.8.1
General
.1
The pressure, in kN/m 2, considered as acting
on decks is given by the formula:
pd = p (1 + 0,4 av)
where:
: uniform pressure due to the load carried,

kN/m2. Minimum values are given in C3.5.8.2
to C3.5.8.6,
av
: design vertical acceleration, defined in C3.3.
Weather decks and exposed areas
p = 1,3 kN/m2
.2
A lower value may be accepted, at the discretion of the Society, provided that such a value as well as
the way of access to the deck are clearly specified by and
agreed upon with the Owner.
.1
if zd 2:
Enclosed accommodation decks

For enclosed accommodation decks not car-
rying goods:
p = 3,0 kN/m2
p can be reduced by 20 per cent for primary supporting
members and pillars under such decks.
.2
.1
For weather decks and exposed areas without deck cargo:
Sheltered decks
.1
They are decks which are not accessible to
the passengers and which are not subjected to the sea pressures. Crew can access such deck with care and taking
account of the admissible load, which is to be clearly indicated. Deckhouses protected by such decks may not have
direct access to tween-deck below.
For shelter decks:
C3.5.8.4
.2
Where decks are intended to carry masses of
significant magnitude, including vehicles, the concentrated
loads transmitted to structures are given by the corresponding static loads multiplied by (1 + 0,4 av).
C3.5.8.2
C3.5.8.3
For enclosed accommodation decks carrying
goods:
p = pc
The value of pc is to be defined by the designer, but taken as
not less than 3,0 kN/m2.
p = 6,0 kN/m2
if 2 < zd < 3:
C3.5.8.5
Enclosed cargo decks
p = (12 3 zd) kN/m 2

if zd 3:
2
p = 3,0 kN/m
where zd is the vertical distance, in m, from deck to waterline at draught T.
p can be reduced by 20% for primary supporting members
and pillars under decks located at least 4 m above the
waterline at draught T, excluding embarkation areas.
February 2002
.1
For enclosed cargo decks other than decks
carrying vehicles:
p = pc
where pc is to be defined by the designer, but taken as not

less than 3,0 kN/m2.
For enclosed cargo decks carrying vehicles, the loads are
defined in C3.5.8.7.
Bureau Veritas
61
HSC Chapter 3
C3.5.8.6
Platforms of machinery spaces
C3.6
Direct calculations for monohulls

and catamarans
C3.6.1
Direct calculations for monohulls
C3.6.1.1
General
For platforms of machinery spaces:
.1
p = 15,0 kN/m2
C3.5.8.7
Decks carrying vehicles
.1
The scantlings of the structure of decks carrying vehicles are to be determined by taking into account
only the concentrated loads transmitted by the wheels of
vehicles, except in the event of supplementary requirement
from the designer.
.2
The scantlings under racking effects (e.g. for
combined loading condition 3 defined in C3.6.1.2.9 and
C3.6.2.2.9) of the primary structure of decks carrying vehicles is to be the greater of the following cases:
.1
Direct calculations generally require to be
carried out, in the opinion of the Society, to check primary
structures for craft of length L > 65 m or speed V > 45 knots.
.2
In addition, direct calculations are to be carried out to check scantlings of primary structures of craft
whenever, in the opinion of the Society, hull shapes and
structural dimensions are such that scantling formulas in
C3.7 and C3.8 are no longer deemed to be effective.
.3
This may be the case, for example, in the following situations:
elements of the primary transverse ring (beam, web and

floor) have very different cross section inertiae, so that
the boundary conditions for each are not well-defined,
scantlings determined under a uniform load pc taken

not less than 2,5 kN/m2. This value of pc may be
increased if the structural weight cannot be considered
as negligible, to the satisfaction of the Society.
marked V-shapes, so that floor and web tend to degenerate into a single element,
complex, non-conventional geometries,
presence of significant racking effects (in general on

ferries),
C3.5.9
structures contributing to longitudinal strength with

large windows in side walls.
scantlings determined under concentrated loads transmitted by the wheels of vehicles,
Pressures on tank structures
.1
The pressure, in kN/m2, considered as acting
on tank structures is not less than the greater of:
p t1 = 9, 81 h 1 ( 1 + 0, 4 a v ) + 100 p v
C3.6.1.2
Loads
.1
In general, the loading conditions specified
in C3.6.1.2.6 to C3.6.1.2.9 below are to be considered.
Condition C3.6.1.2.9 is to be checked for craft for which, in
the opinion of the Society, significant racking effects are
anticipated (e.g. for ferries).
p 12 = 9, 81 h 2
where:
h1
distance, in m, from load point to tank top,
h2
distance, in m, from load point to top of overflow or to a point located 1,5 m above the tank
top, whichever is greater,
liquid density, in t/m3 (1,0 t/m 3 for water),
.2
In relation to special structure or loading
configurations, should some loading conditions turn out to
be less significant than others, the former may be ignored at
the discretion of the Society. In the same way, it may be
necessary to consider further loading conditions specified
by the Society in individual cases.
pv
setting pressure, in bars, of pressure relief valve,

when fitted.
.3
The vertical and transverse accelerations are
to be calculated as stipulated in C3.3.
C3.5.10
Pressures on subdivision bulkheads
.1
The pressure, in kN/m2, considered as acting
on subdivision bulkheads is not less than:
psb = 9,81 h3
where:
h3
62
distance, in m, from load point to bulkhead top.
.4
The impact pressure is to be calculated as
stipulated in C3.5. For each floor, the K2-factor which
appears in the formula for the impact pressure is to be calculated as a function of the area supported by the floor
itself.
.5
In three-dimensional analyses, special attention is to be paid to the distribution of weights and
buoyancy and to the dynamic equilibrium of the craft.
In the case of three-dimensional analyses, the longitudinal
distribution of impact pressure is to be considered individu-
Bureau Veritas
February 2002
HSC Chapter 3
ally, in the opinion of the Society. In general, the impact

pressure is to be considered as acting separately on each
transverse section of the model, the remaining sections
being subject to the hydrostatic pressure.
.6
Loading conditions in still water
The following loads are to be considered:

forces caused by weights which are expected to be carried in the full load condition, distributed according to
the weight booklet of the craft,
outer hydrostatic load in still water.
.7
.3
In craft dealt with by these Rules, the stiffness
of longitudinal primary members (girders and stringers) is, at
least outside the machinery space area, generally negligible
compared with the stiffness of transverse structures (beams,
floors and webs), or their presence may be taken account of
by suitable boundary conditions. It is therefore acceptable,
in general, to examine primary members in this area of the
hull by means of plane analyses of transverse rings.
.4
In cases where such approximation is not
acceptable, the model adopted is to be three-dimensional
and is to include the longitudinal primary members.
Combined loading condition 1

forces of inertia due to the vertical acceleration av of the
craft, considered in a downward direction.
.8
.2
In general, the extent of the model is to be
such as to allow analysis of the behaviour of the main structural elements and their mutual effects.

.5
When racking behaviour is investigated and
loads thus act in the transverse direction (loading condition
3), special attention is to be devoted to modelling of continuous decks and platforms. Such continuous elements, if of
sufficient stiffness in the horizontal plane and if sufficiently
restrained by the fore- and after-bodies, may withstand
transverse deformations of primary rings.
In such cases, taking for granted the provisions above, it is

still permissible to examine bidimensional rings, by simulating the presence of decks and platforms with horizontal
springs according to criteria specified by the Society.

craft, considered in a downward direction,
C3.6.1.4
impact pressure acting on the bottom of the craft (2

cases):
.1
Depending upon the loading conditions considered, the following boundary conditions are to be
assigned:
case 1: symmetrically and according to C3.6.1.2.5,
case 2: asymmetrically and acting on one side of a

complete compartment between transverse bulkheads, the other side being subject to hydrostatic
load in still water.
.9
(a) Loading condition in still water and combined loading

conditions 1 and 2
horizontal and transverse restraints, in way of keel, if

the bottom/side angle is greater than approximately
135.
The vertical and horizontal resultants of the loads, in

general other than zero, are to be balanced by introducing two vertical forces and two horizontal forces at the
fore and aft ends of the model, distributed on the shells
according to the bidimensional flow theory for shear
stresses, which are equal and opposite to half the vertical and horizontal resultants of the loads.
Structural model
.1
Primary structures of craft of this type may
usually be modelled with beam elements, according to criteria stipulated by the Society. When, however, grounds for
the admissibility of this model are lacking, or when the
geometry of the structures gives reason to suspect the presence of high stress concentrations, finite element analyses
are necessary.
February 2002
horizontal and transverse restraints, in way of the

crossing point of bottom and side shells, if the angle
between the two shells is less than approximately
135,
(b) Combined loading condition 3
forces of inertia due to the transverse acceleration of the

craft.
C3.6.1.3
Boundary conditions
.2
Where a plane model is adopted, the resultants are to be balanced by vertical and horizontal forces,
distributed as specified above and acting on the plane of the
model itself.
Bureau Veritas
63
HSC Chapter 3
C3.6.1.5
C3.6.2.2
Checking criteria
.1
For metal structures, the stresses given by the
above calculations are to be not greater than the following
allowable values, in N/mm 2:
bending stress:
shear stress:
Von Mises equivalent bending stress:

190
e q, a m = --------------------K f' m f s
.2
In relation to special structure or loading
configurations, should some loading conditions turn out to
be less significant than others, the former may be ignored,
at the discretion of the Society. In the same way, it may be
necessary to consider further loading conditions specified
by the Society in individual cases.
where:
material factor defined in C3.2
fm
coefficient depending on the material:
fs
1,00 for steel structures
2,15 for aluminium alloy structures
.3
Vertical and transverse accelerations are to
be calculated as stipulated in C3.3.
safety coefficient, to be assumed:
1,00 for combined loading conditions
1,25 for loading condition in still water.
Condition C3.6.2.2.6 applies to a still water static condition

check.
Condition C3.6.2.2.9 is to be checked in craft for which, in

the opinion of the Society, significant racking effects are
expected (e.g. ferries).
90
a m = --------------------K f' m f s
.1
In general, the loading conditions specified
in C3.6.2.2.6 to C3.6.2.2.9 below are to be considered.
Conditions C3.6.2.2.7 and C3.6.2.2.8 apply to the check

on structures connecting the two hulls. Condition
C3.6.2.2.8 requires checking only for craft of L > 65 m or V
> 45 knots.
150
a m = --------------------K f' m f s
Loads
.4
The impact pressure is to be calculated as
stipulated in C3.5. For each floor, the K2-factor which
appears in the formula for the impact pressure is to be calculated as a function of the area supported by the floor
itself.
.2
The compressive values of normal stresses
and shear stresses are not to exceed the values of the critical
stresses for plates and stiffeners calculated according to
C3.7.5.
In structural elements also subject to high

longitudinal hull girder stresses, allowable and critical
stresses are to be reduced, according to criteria specified by
the Society.
.3
.5
In three-dimensional analyses, special attention is to be paid to the distribution of weights and
buoyancy and the dynamic equilibrium of the craft.
In the case of three-dimensional analyses, the longitudinal

distribution of impact pressure is to be considered individually, in the opinion of the Society. In general, the impact
pressure is to be considered as acting separately on each
transverse section of the model, the remaining sections
being loaded by the hydrostatic pressure.
.4
For non-metal structures, allowable stresses
are to be defined according to criteria specified by the
Society.
.6
Loading conditions in still water

C3.6.2
Direct calculations for catamarans
C3.6.2.1
General
Direct calculations generally require to be

carried out, at the discretion of the Society, to check primary structures and structures connecting the two hulls for
craft of length L > 65 m or speed V > 45 knots.
outer hydrostatic load in still water.
.1
.2
In addition, as specified in C3.4.2, direct calculations are to be carried out to check structures
connecting the two hulls for craft in which structural
arrangements do not allow a realistic assessment of their
stress level, based upon simple models and on the formulae
set out in C3.4.2.
64
.7

craft, considered in a downward direction.
Bureau Veritas
February 2002
HSC Chapter 3
.8
C3.6.2.4

Boundary conditions
.1
Depending upon the loading conditions considered, the following boundary conditions may be
assigned:
(a) Loading condition in still water

The vertical resultant of loads, in general other than
zero, is to be balanced by introducing two vertical
forces at the fore and aft ends of the model, both distributed on the shells according to the bidimensional flow
theory for shear stresses, which are equal and opposite
to half the vertical resultant of the loads.
Where a plane model is adopted, the vertical resultant is
to be balanced by a single force, distributed as specified
above and acting on the plane of the model itself.
(b) Combined loading condition 1

A vertical restraint is to be imposed in way of the keel of
each hull.
forces of inertia due to the transverse acceleration of the

craft.
(c) Combined loading conditions 2 and 3

The vertical and horizontal resultants of the loads, in
general other than zero, are to be balanced by introducing two vertical forces and two horizontal forces at the
fore and aft ends of the model, distributed on the shells
according to the bidimensional flow theory for shear
stresses, which are equal and opposite to half the vertical and horizontal resultants of the loads.

craft, considered in a downward direction,
impact pressure acting hemisymmetrically on one of the
two halves of the hull bottom.
.9
C3.6.2.3
Structural model
.1
In general, primary structures of craft of this
type are to be modelled with finite element schematizations
adopting a medium size mesh.
In the opinion of the Society, detailed analyses with fine
mesh are required for areas where stresses, calculated with
medium-mesh schematizations, exceed allowable limits
and the type of structure gives reason to suspect the presence of high stress concentrations.
.2
In general, the extent of the model is to be
such as to allow the analysis of the behaviour of the main
structural elements and their mutual effects.
.3
In craft dealt with by these Rules, the stiffness
of longitudinal primary members (girders and stringers) is, at
least outside the machinery space area, generally negligible
compared with the stiffness of transverse structures (beams,
floors and webs), or their presence may be taken account of
by suitable boundary conditions. It is therefore permissible,
in general, to examine primary members in this area of the
hull by means of plane analyses of transverse rings.
.4
In cases where such approximation is not
permissible, the model adopted is to be three-dimensional
and is to include the longitudinal primary members.
.5
When racking behaviour is investigated and
loads thus act in the transverse direction (loading conditions
2 and 3), special attention is to be devoted to modelling of
continuous decks and platforms. Such continuous elements,
if having sufficient stiffness in the horizontal plane and if
sufficiently restrained by the fore- and after-bodies, may
withstand transverse deformations of primary rings.
In such cases, taking for granted the provisions above, it is
still permissible to examine bidimensional rings, by simulating the presence of decks and platforms with horizontal
springs according to criteria specified by the Society.
February 2002
.2
Where a plane model is adopted, the resultants are to be balanced by vertical and horizontal forces,
distributed as specified above and acting on the plane of the
model itself.
C3.6.2.5
Checking criteria
.1
For metal structures, the stresses given by the
above calculations are to be not greater than the following
allowable values, in N/mm2:
bending stress:
150
= --------------------K f' m f s
shear stress:
90
= --------------------K f' m f s
Von Mises equivalent stress:

190
a ll = --------------------K f' m f s
where:
K
material factor defined in C3.2,
fm
fs
Bureau Veritas
2,15 for aluminium alloy structures,
safety coefficient, to be assumed:
1,00 for combined loading conditions
1,25 for loading condition in still water.
65
HSC Chapter 3
.2
and the shear stresses are not to exceed the values of the
critical stresses for plates and stiffeners calculated according to C3.7.5.
C3.7.2

The definitions and symbols used are the fol-
.1
lowing ones:
.3
In structural elements also subject to high
longitudinal and transversal hull girder stresses, allowable
and critical stresses are to be reduced, according to criteria
specified by the Society.
rule bracket: a bracket with arms equal to l/8, l being the

span of the connected stiffener. Where the
bracket connects two different types of stiffeners (frame and beam, bulkhead web and
longitudinal stiffener, etc.) the value of l is to
be that of the member with the greater span, or
according to criteria specified by the Society,
.4
For non-metal structures, allowable stresses
are to be defined according to criteria specified by the
Society.
C3.7
Steel and aluminium alloy craft
C3.7.1
Introduction
This article stipulates requirements for the

scantlings of hull structures (plating, stiffeners, primary supporting members). The loads acting on such structures are
to be calculated in accordance with the provisions of C3.5.
.1
: thickness, in mm, of plating and deck panels,
: section modulus, in cm3, of stiffeners and primary supporting members,
: spacing of stiffeners, in m, measured along the

plating,
: overall span of stiffeners, in m, i.e. the distance

between the supporting elements at the ends of
the stiffeners (see Figure C3.7.1),
: conventional scantling span of primary supporting members, in m, to be taken as given in the

examples in Figure C3.7.2. Special consideration is to be given to conditions different from
those shown.
.2
In general, for craft length L > 65 m or speed
V > 45 knots, the scantlings of transverse structures are to
be verified also by direct calculations carried out in accordance with C3.6.
In no case is S to be less than (1,1 S0), S0 being

the distance between the internal ends of the
conventional brackets as indicated in Figure
C3.7.2 or, if there are no brackets, between the
ends of the members,
For all other craft, the Society may, at its discretion and as an alternative to the requirements of this
article, accept scantlings for transverse structures of the hull
based on direct calculations in accordance with C3.6.
.3
Figure C3.7.1 Examples of spans of ordinary stiffeners

Note: the connections with end brackets shown in this Figure are relevant to end brackets with Rule dimensions.
66
Bureau Veritas
February 2002
HSC Chapter 3
Figure C3.7.2 Examples of conventional scantling spans of primary supporting members
a1
a1
a1
Ap
45
da
a>45
Ap
Ap
45
da / 4
da / 4
da / 4
So
So
So
da
da
45
45
da / 4
da / 4
da / 4
So
da
So
45
da
da
So
Ap = area of girder face plate; a1 = area of bracket face plate; a1 0,5 Ap
: actual surface width of the load bearing on primary supporting members; for usual
arrangements b = 0,5 (l1 + l2), where l1 and l2
are the spans of stiffeners supported by the primary supporting member,
: design pressure, in kN/m2, calculated as defined

in C3.5,
am
: permissible normal stress, in N/mm2,
am
: permissible shear stress, in N/mm2,
: material factor defined in C3.2,
: ratio between permissible and actual hull girder

longitudinal bending stresses (see C3.7.4.1)
: maximum permissible stress, in N/mm2, as

defined in C3.7.4.14,
bI
: longitudinal bending stress, in N/mm2, as

defined in C3.7.4.14,
: defined as follows:
=
s 2
1, 1 0, 5 --
l
Overall strength
C3.7.3.1
.1
In general, the scantlings resulting from local
strength calculations in this article are such as to ensure
adequate longitudinal strength of the hull girder for the craft
with length less than or equal to 24 m.
.2
Specific longitudinal strength calculations
are required for craft whose hull geometry suggests significant bending moments in still water with the craft at rest.
e = p / bI
C3.7.3
.3
For craft with length less than or equal to 65
m, longitudinal strength calculations are, as a rule, to be
carried out at the midship section or any other section of
the midship area as deemed necessary by the Society.
For craft with length more than 65 m, longitudinal strength
calculations are to be carried out on basis of bending
moment distribution as defined in C3.4.1 or C3.4.2.
Longitudinal stress, in N/mm2, in each point

of the structures contributing to the craft longitudinal
strength is obtained from the following equations:
.4
at bottom:
Mb l
bl = ------- 10 3
Wb
which needs not be taken greater than 1,0.
February 2002
Bureau Veritas
67
HSC Chapter 3
.4
In the special case of catamaran, when the
structure connecting both hulls is formed by a deck with
single plating stiffened by n reinforced beams, the normal
and shear stresses in the beams for the load condition in
C3.4.2.4 can be calculated as indicated in C3.7.3.3.
at main deck:
Mb l
bl = ------- 10 3
Wd
at height z above the bottom:

1
1
z
1 - ------- + -------- ---- 10 3
bl = M bl ------W
Wb
W d D
b
where:
:
total bending moment, in kN.m, defined in

C3.4.1 or C3.4.2,
Wb, Wd :
section modulus, in m3, respectively at bottom

and main deck at the stress calculation point of
the craft section under consideration. In the
section modulus calculation, all the elements
contributing to longitudinal strength are to be
considered, including long deckhouses, as
appropriate.
Mbl
The values of stress bI are not to exceed p, with:
C3.7.3.3
Transverse strength in the special case

of catamaran craft when the structure
connecting both hulls is formed by a
deck with single plate stiffened by n
reinforced beams over the deck
.1
Referring to Figure C3.7.3, G is the centre of
the stiffnesses ri of the n beams. Its position is defined by:
steel structures:
p = 150/K (N/mm2)
ri xi
a = ------------------ri
aluminium alloy structures:

p = 70/K (N/mm 2).
where:
.5
Moreover, the compressive values of are
not to exceed the values of critical stresses for plates and
stiffeners calculated according to C3.7.5 and C3.7.6.
C3.7.3.2
.5
For craft with L > 65 m or speed V > 45 m
knots, or for those craft whose structural arrangements do
not permit a realistic assessment of stress conditions based
on simple models, the transverse strength is to be checked
by means of direct calculations carried out in accordance
with the criteria specified in article C3.6.
: abscissa, in m, of the centre G with respect to

an arbitrarily chosen origin 0,
ri
: stiffness, in N/m, of the beam i, equal to:

12E i I i 6
- 10
r i = ------------3
Si
Transverse strength of catamaran
The equivalent Von Mises stresses obtained

for load conditions in C3.4.2.3 and C3.4.3.2 are not to
exceed the following values:
Ei
: Youngs modulus, in N/mm2, of the beam i,
Ii
: bending inertia, in m 4, of the beam i,
steel structures:
Si
: span, in m, of the beam i between the inner

faces of the hulls,
xi
: abscissa, in m, of the beam i with respect to the

origin 0.
.1
p = 175/K (N/mm )
2

p = 75/K (N/mm 2).
and the shear stresses are not to exceed the values of critical
stresses for plates and stiffeners calculated according to
C3.7.5 and C3.7.6.
.2
In general, the bottom of the cross-deck is to

be constituted by continuous plating for its entire longitudinal and transverse extension. Alternative solutions may,
however, be examined by the Society on the basis of considerations pertaining to the height of the cross-deck above
the waterline and to the motion characteristics of the craft.
.3
68
If Fi, in N, is the force taken over by the beam i, the deflection yi, in m, of the hull in way of the beam i, is:
F i S i3 10 6
F
y i = ---------------------------- = ----i = d i
ri
12 E i I i
di
: abscissa, in m, of the beam i in relation to G:

di = xi a,
: rotation angle, in rad, of one hull in relation to

the other around a transverse axis passing
through G.
Bureau Veritas
February 2002
HSC Chapter 3
Figure C3.7.3
Si
xi
G
Fi+1
Fn
S1
S2
di
Fi
F2
F1
Fi
Si
Yi
Fi
.2
From the transverse torsional moment (cf.
C3.4.2.4) Mtt = Fi di 103, the formula for may be
obtained:
kept the same over the overall span inside and outside the
hulls.
M tt
- 10 3
= -------------------r i d i2
C3.7.4
Fatigue
C3.7.4.1
General
.3
As Mtt, ri and di are known, is thus
deduced, then the force Fi, in N, the bending moment M i, in
N.m, and the corresponding normal and shear stresses can
be evaluated in each beam:
Fi = ri di
.1
The fatigue strength of structural details is to
be checked, when deemed necessary by the Society. In this
case, the Societys criteria are to be applied.
C3.7.4.2
Effect of stabilisation system
Mi = Fi Si / 2
Note: Beams calculated by the above method are assumed to
be fixed in each hull as beams in way of bulkheads inside
hulls. For this hypothesis to be correct, the beams are to extend
over the whole breadth of both hulls and their stiffness is to be
February 2002
.1
The beneficial effect of stabilisation system
may be considered for the purpose of fatigue analysis.
.2
In such a case, loads reductions are to be justified by designer on basis of tank tests or full scale tests.
Bureau Veritas
69
HSC Chapter 3
C3.7.5
Buckling strength of steel structural

members
C3.7.5.1
Application
E, t, a and b are given in C3.7.5.2.1 above.

C3.7.5.3
Elastic buckling stress of stiffeners
.1
These requirements apply to steel plates and

stiffeners subject to compressive load, to calculate their
buckling strength. Other buckling rules can be accepted as
agreed with the Society.
Column buckling without rotation of the

cross section
.1
C3.7.5.2
Ia
-2
E = 0, 001 E -----------Al
Elastic buckling stresses of plates
.1
For the column buckling mode (perpendicular to the plane

of plating) the elastic buckling stress, in N/mm2, is given by:
where:
Compressive stress
: Youngs modulus, in N/mm2, to be taken equal

to 2,06 105 N/mm2 for steel structures,
Ia
: moment of inertia, in cm 4, of the stiffener,

including plate flange,
: cross-sectional area, in cm2, of the stiffener,

including plate flange,
: span, in m, of the stiffener.
The elastic buckling stress, in N/mm2, is given by:

2
t
E = 0, 9 m c E --------------------
1000 a
where:
mc
for plating with stiffeners parallel to compressive stress:

8, 4
m c = ------------------- + 1, 1
.2
for plating with stiffeners perpendicular to

compressive stress:
a 2 2
2, 1
m c = c 1 + --- -------------------
b
+ 1, 1
Torsional buckling mode
For the torsional mode, the elastic buckling stress, in

N/mm2, is given by:
2 E Iw 2 C K
I
-2 m + ------- + 0, 385 E ---t
E = ------------------------Ip
m 2
10 4 I p l
Youngs modulus, in N/mm 2, to be taken equal

to 2,06 105 N/mm2 for steel structure,
thickness of plating, in mm,
shorter side of plate, in m,
longer side of plate, in m,
c = 1,30 when plating is stiffened by floors

or deep girders
c = 1,21 when plating is stiffened by ordinary stiffeners with angle- or T-sections
where:
E, l
: given in C3.7.5.3.1 above,
Cl
- 10 6
C K = -------------------- 4 E Iw
4
.2
c = 1,10 when plating is stiffened by ordinary stiffeners with bulb sections
c = 1,05 when plating is stiffened by flat

bar ordinary stiffeners,
: number of half-waves, given in Table C3.7.1,

Table C3.7.1 - Values of m
CK
0 < Ck < 4
4 < C k < 36
36 < Ck < 144
ratio between smallest and largest compressive

stresses when the stress presents a linear variation across the panel (0 1).
It
Shear stress
: St. Venant moment of inertia of profile, in cm4,

without plate flange, equal to:
for flat bars:

h w t w3
- 10 4
I t = -------------3
The elastic buckling stress is given by:

2
t
E = 0, 9 m t E --------------------
1000 a
where:
for flanged profile:

t
1
I t = --- h w t w3 + b f t f3 1 0, 63 ----f 10 4
3
b f
mt = 5,34 + 4 (a / b)2
70
(m 1) m < Ck m (m + 1)
2
Bureau Veritas
February 2002
HSC Chapter 3
: polar moment of inertia of profile, in cm 4, about

connection of stiffener to plate, equal to:
Ip
for flat bars:
.1
h w3 t w
I p = -------------- 10 4
3
hw t w
--------------
3
3
for angles and bulb profiles:
ReH
minimum yield stress of steel used, in N/mm2,
elastic buckling stress calculated according to

C3.7.5.2.1 and C3.7.5.3.
SF1
safety factor defined in C3.7.5.4.3.
.2
b f h w 10
-2 ( t f ( b 2f + 2 b f h w + 4 h 2w ) + 3 t w b f h w )
I w = ---------------------------------12 ( b f + h w )
3
ReH
ReH
ReH
- 1 ------------ if E > ------ c = ------S F1
2
4 E
for T profiles:
t f b f3 h w2
- 10 6
I w = ----------------------12
Shear stress
The critical buckling shear stress c, in N/mm2, for panels

and stiffeners, is given by:
hw
: web height, in mm,
tw
: web thickness, in mm,
bf
: flange width, in mm,
tf
: flange thickness, in mm; for bulb profiles, the

mean thickness of the bulb may be used,
where:
: spring stiffness factor, exerted by supporting

plate panel, equal to:
ReH
F = ------3
: plate thickness, in mm,
: spacing of stiffeners, in m,
if E ----F
2
E
c = ------S F1
F
- 1 ----------- if E > ----F
c = ------S F1
2
4 E
kp E t 3
- 10 3
C = ------------------------------------------------------------------1, 33 k p h w t 3
3s 1 + ----------------------------------------
1000 s t w3
ReH
minimum yield stress of steel used, in N/mm2,

C3.7.5.2.2.
SF1
safety factor defined in C3.7.5.4.3
.3
kp = 1 p, not to be less than zero,

p = a / Ep
Safety factors
The values of safety factor SF1 to be used are given below:
: calculated compressive stress in the stiffener,
Ep
: elastic buckling stress of plate as calculated in

C3.7.5.2.1
.3
ReH
if E ------2
where:
for flat bars:

h w3 t w3
- 10 6
I w = --------------36
Compressive stress
c = -------ESF 1
+ h w2 b f t f 10 4
: sectional moment of inertia of profile, in cm6,

about connection of stiffener to plate, equal to:
Iw
Critical buckling stresses
The critical buckling stress in compression c, in N/mm 2, for

plates and stiffeners, is given by:
for flanged profile:

Ip =
C3.7.5.4
Plating
Web buckling
local loads: SF1 = 1,00
overall loads: SF1 = 1,00
Secondary stiffeners
tw 2
E = 3, 8 E ---- h w
Primary structure
where:
E
: given in C3.7.5.3.1 above,
tw, hw
: given in C3.7.5.3.2 above.
February 2002
Bureau Veritas
71
HSC Chapter 3
C3.7.6
.2
Buckling strength of aluminium alloy

structural members
Shear stress
The critical buckling stress, in N/mm2, is given by:

C3.7.6.1
Application
t
E = 0, 9 m t E --------------------
1000 a
.1
These requirements apply to aluminium alloy
plates and stiffeners subjected to compressive load, to calculate their buckling strength.Other buckling rules can be
accepted as agreed with the Society.
where:
E, t and a are given in C3.7.6.2.1,
m t = 5,34 + 4 (a / b)2
b
C3.7.6.2
: longer side of plate, in m.
Elastic buckling stresses of plates

C3.7.6.3
.1
Critical buckling stresses
Compressive stress
.1
c = -------ESF 1
where:
:
for uniform compression ( = 1):

mc = (1 + 2)2
for compression-bending stress (0 1):
Rp 0,2
m c = 1 + ---- ( m1 1 )
1
: minimum guaranteed yield stress of aluminium

alloy used, in N/mm 2, in delivery conditions,
: elastic buckling stress calculated according to

C3.7.6.2.1.
SF1
: safety factor defined in C3.7.5.4.3
if 1:
c/d, not to be greater than 1,
unloaded side of plate, in m,
loaded side of plate, in m,
.2
E
c = ------S F1
R p0, 2
if E ----------2 3
R p0, 2
R
R
p0 , 2
p0 , 2
c = -------------------- 1 ----------------------- if E > ----------S F1 3
2 3
4 E 3
1, 1 +
4 -------------------- 1
0, 7
------------------------------------------3
where:
ratio between smallest and largest compressive

stresses when the stress presents a linear variation across the panel (0 1),
Youngs modulus, in N/mm 2, to be taken equal

to 0,7 105 N/mm2 for aluminium alloy structures,
coefficient equal to:
if 1: = 1,0
if < 1: = 1,1
: as defined in C3.7.6.3.1,
: elastic buckling stress calculated according to

C3.7.6.2.2.
SF1
C3.7.6.4
.1
if 1: = 1,1
where:
if < 1: = 1,25
plate thickness, in mm,
shorter side of plate, in m.
Elastic flexural buckling stress
2
r
E = 69, 1 -------------------- m 10 4
1000 c
Axially loaded stiffeners
The elastic flexural buckling stress E, in N/mm2, is given

by:
for edge d stiffened by angle- or T-section:
72
Rp 0,2
for edge d stiffened by a flat bar or bulb

section:
-
Shear stress
The critical buckling stress c, in N/mm 2, is given by:
2, 1
2 2
m 1 = -------------------- ( 1 + 1 )
1, 1 +
where:
if < 1:
2, 1
m c = -------------------- ( 1 + 2 ) 2
1, 1 +
1 =
R p0, 2
if E ----------2
R p0, 2
R p0, 2
R p0, 2
c = ----------- if E > ---------- 1 -----------S F1
2
4 E
Compressive stress
The critical buckling stress c, in N/mm2, is given by:
2
t
E = 0, 9 m c E --------------------
1000 a
mc
: gyration radius, in mm, equal to:

I
r = 10 --------------------------------2
S + t 10
Bureau Veritas
February 2002
HSC Chapter 3
: moment of inertia of the stiffener, in cm4, calculated with a plate flange of width equal to ,
C3.7.7
Plating
: smaller of:
800 a, and
200 c
C3.7.7.1
Formula
: area of the cross section of the stiffener, in cm ,

excluding attached plating,
: coefficient depending on boundary conditions:
m = 1 for a stiffener simply supported at

both ends,
m = 2 for a stiffener simply supported at

one end and fixed at the other one,
m = 4 for a stiffener fixed at both ends.
.2
.1
The thickness, in mm, required for the purposes of resistance to design pressure, is given by the
formula:
p
t = 22, 4 s -------am
Pressure p, in kN/m2, and permissible stress am, in N/mm2,

are defined in requirements stipulated in C3.7.7.3 to
C3.7.7.8 for the various parts of the hull.
.2
In addition, the thicknesses of plating are to
be not less than the minimum values given in Table C3.7.1,
in general.
Local elastic buckling stresses
The local elastic buckling stresses E, in N/mm2, are given

by:
for flat bars:
.3
Lesser thicknesses than the one given in
Table C3.7.2 may be accepted provided that their adequacy
in relation to strength against buckling and collapse is demonstrated to the satisfaction of the Society. Adequate
provision is also to be made to limit corrosion.
tw 2
- 10 3
E = 55 ---- hw
Table C3.7.2
for built up stiffeners with symmetrical flange:

-
web:
Element
tw 2
- 10 4
E = 27 ----hw
Shell plating:
flange:
t 2
E = 11 ----f 10 4
bf
where:
hw
tw
bf
: flange width, in mm,
tf
: flange thickness, in mm.

.3
Bottom shell plating
1,35 L1/3 2,5
Side shell plating and wet deck plating
1,15 L1/3 2,5
Deck plating
2,5
Bulkhead plating
2,5
Deckhouse side shell plating
2,5
Keel
.1
The thickness of keel plating is to be not less
than that required for adjacent bottom plating.
.2
This requirement may be waived in the case
of special arrangements for dry-docking of craft of unusual
hull design in the opinion of the Society.
The critical buckling stress c, in N/mm2, is given by:

R p0, 2
if E ------------2
C3.7.7.3
R p0, 2
R p0, 2
R p 0, 2
- 1 ------------if E > ------------c = -----------S F1
2
4 E
Bottom shell and bilge plating
.1
The minimum required thickness is to satisfy
the requirements of the formula in C3.7.7.1 under the following two conditions:
where:
Rp 0,2
: minimum as-welded guaranteed yield stress of

aluminium alloy used, in N/mm2,
: either overall elastic buckling stress or local

C3.7.6.4.1 or C3.7.6.4.2, whichever is the less.
SF1
February 2002
C3.7.7.2
Critical buckling stress
c = -------ESF 1
Minimum
thickness (mm)
(a) p
: impact pressure psl if occurring on the bottom
as defined in C3.5.3;
Bureau Veritas
am
steel structures:
am = 235/K (N/mm2)

am = 95/K (N/mm2),
73
HSC Chapter 3
(b) p
.4
Where side scuttles or windows or other
openings are located on the sheerstrake, the thickness is to
be increased to compensate for the openings.
: sea pressure ps as defined in C3.5.5;
am
steel structures:
am = 185/K (N/mm2)
C3.7.7.6
Plating of wet deck (cross-deck bottom)

and internal sides of catamaran
am = 85/K (N/mm ).
2
The thickness of bilge plating is not, in any

case, to be less than that of the bottom and side adjacent,
whichever is greater.
.2
.1
The minimum required thickness for the wet
deck plating is given by the formula in C3.7.7.1, assuming:
(a) p
am
The thickness of plates connected to the

stern frame, or in way of propeller shaft brackets, is to be at
least 1,5 times the thickness of the adjacent plating.
.3
.4
In craft fitted with a bow thruster, the thickness of the connection with the housing of such propeller is
to be considered individually by the Society.
C3.7.7.4
(b) p
am
pt = ps + 0,5 psl
where ps and psl are as defined in C3.5.5 and C3.5.3
respectively.
C3.7.7.5
Plating of side shell and front walls
sea pressure ps as defined in C3.5.5, for

side shell plating,
sea pressure psf as defined in C3.5.6, for

front wall plating,
steel structures:
am = 185/K (N/mm2)
steel structures:
am = 185/K (N/mm2)
am = 85/K (N/mm2).
C3.7.7.7
Deck plating
.1
The minimum required thickness is given by
the formula in C3.7.7.1, assuming:
: deck pressure pd as defined in C3.5.8;
am
steel structures:
am = 185/K (N/mm2)
am = 85/K (N/mm2).
.2
The thickness, in mm, of decks intended for
the carriage of vehicles is to be not less than the value calculated by the formula:
t = f (c P K)0,5
where:
am = 85/K (N/mm2).
If front walls are located at the fore end of the hull, the pressure psf (see C3.5.6) and the allowable stresses are to be
considered individually by the Society.
The thickness of the sheerstrake is to be not
less than that of the side or stringer plate.
.2
.3
At the ends of deckhouses, the thickness of
the sheerstrake is to be suitably increased.
74

am = 95/K (N/mm2),
.2
Moreover, the thickness of internal sides may
be intermediate between that of the bottom of hulls and the
bottom of the cross-deck. In any case, it is to be no less than
that required in C3.7.7.5 for external sides.
.1
steel structures:
am = 235/K (N/mm2)
.2
Sea chests are to have scantlings as for
watertight tank bulkheads (see C3.7.11), taking a design
pressure pt, in kN/m 2, equal to:
am
Sea intakes and other openings
.1
Sea intakes and other openings are to be well
rounded at the corners and located, as far as practicable,
well clear of sharp edges.
: impact pressure psl as defined in C3.5.4;
: coefficient given in Table C3.7.3 as a function

of the dimensions u and v of the tyre print (see
Figure C3.7.4),
: static load on the tyre print, in kN, increased by

(1 + 0,4 av), av being the design vertical acceleration defined in C3.3.
Where there are double wheels, the tyre print consists of

both.
Bureau Veritas
February 2002
HSC Chapter 3
Table C3.7.3 - Coefficient c
b/s
v/u
1,4
2,5
u/s
0,1
0,2
0,3
0,4
0,5
0,6
0,7
0,8
0,9
1,0
0,5
0,242
0,174
0,138
0,113
0,094
0,080
0,077
0,060
0,052
0,045
1,0
0,222
0,160
0,122
0,099
0,079
0,066
0,055
0,045
0,037
0,030
2,0
0,198
0,134
0,098
0,073
0,053
3,0
0,175
0,5
0,228
0,189
0,158
0,128
0,111
0,096
0,083
0,073
0,064
0,056
1,0
0,217
0,177
0,143
0,116
0,098
0,082
0,070
0,060
0,051
0,043
2,0
0,196
0,153
0,119
0,092
0,072
0,058
0,046
3,0
0,178
0,134
0,100
0,072
0,5
0,232
0,196
0,163
0,135
0,117
0,100
0,087
0,077
0,067
0,059
1,0
0,219
0,184
0,150
0,123
0,105
0,088
0,076
0,066
0,056
0,048
2,0
0,199
0,161
0,129
0,101
0,082
0,067
0,055
0,046
0,037
0,031
3,0
0,185
0,142
0,108
0,083
0,064
0,051
0,038
0,028
0,019
0,012
Figure C3.7.4
C3.7.7.8
Plating of deckhouse walls
.1
u
v
sea pressure psu as defined in C3.5.7;
am
steel structures:
am = 185/K (N/mm2)
The designer is to supply details of tyre pressure, wheel dimensions, loads on wheels and tyre print
dimensions. Where this information is not available, an
approximate value of the thickness, in mm, may be
obtained from the following formula:
t = f1 C1 (P1 K)0,5
where:

am = 85/K (N/mm2).
.3
f1
C1
P1
3,60 for vehicles with 4 wheels per axle
4,45 for vehicles with 2 wheels per axle,
: static axle load, in kN, increased by

(1 + 0,4 av), av being the design vertical acceleration defined in C3.3.
.4
The thickness of areas of watertight decks or
flats forming steps in watertight bulkheads or the top or the
bottom of a tank is also to comply with the provisions of
C3.7.11.
February 2002
.3
Where there is no access from inside deckhouses to tween-decks below or where one of the
boundary walls concerned is in a particularly sheltered
position, reduced scantlings compared with those above
may be accepted, at the discretion of the Society.
.4
fore end, the pressure psu and allowable stresses are to be
.2
Openings (doors, windows) are to be well
rounded at the corners.
C3.7.8
Ordinary stiffeners
C3.7.8.1
General
.1
This sub-article states the requirements to be
complied with for ordinary stiffeners of the bottom, sides,
decks and, for catamaran, the cross-deck and internal sides.
Bureau Veritas
75
HSC Chapter 3
The section modulus Z, in cm3, and the shear

area At, in cm , required for the purpose of supporting the
design pressure transmitted by the plating, are given by the
following formulae:
.2
l sp
Z = 1000 ------------------m am
2
lsp
A t = 5 ----------------am
where m is a coefficient depending on the type of stiffener

and on whether there are Rule brackets at the end of each
individual span. The values of m are indicated in Table
C3.7.4.
The pressure p, in kN/mm2, and allowable stresses am and
am, in N/mm 2, are defined in C3.7.8.2 to C3.7.8.6 for the
various regions of the hull.
Table C3.7.4 - Coefficient m
Type of stiffener
Continuous longitudinal stiffeners without Rule brackets

at the ends of span
12
Longitudinal and transverse stiffeners with Rule brackets

at the ends of span
19
Longitudinal and transverse stiffeners with Rule brackets

at one end of span
15
Non-continuous longitudinal stiffeners and transverse

stiffeners without Rule brackets at the ends of span
.7
The ends of ordinary stiffeners are, in general, to be connected by means of rule brackets to effective
supporting structures.
Ends without brackets are accepted at the penetrations of

primary supporting members or bulkheads by continuous
stiffeners, provided that there is sufficient effective welding
section between the two elements. Where this condition
does not occur, bars may be accepted instead of the brackets, at the discretion of the Society.
.8
In general, the resistant weld section Aw, in
cm2, connecting the ordinary stiffeners to the web of primary members, is not to be less than:
A w = p s l K 10 3
where:
: coefficient as indicated in Table C3.7.5,
: design pressure, in kN/m2, acting on the secondary stiffeners, defined below for various
hull regions,
: spacing of ordinary stiffeners, in m,
: span of ordinary stiffeners, in m,
: greatest material factor of ordinary stiffener and

primary member, defined in C3.2.
Table C3.7.5 - Coefficient
These formulae are valid for stiffeners whose

web is perpendicular to the plating, or forms an angle to the
plating of less than 15.
Case
Weld
Aluminium
alloy
Steel
Parallel to the reaction exerted

on primary member
200
100
Perpendicular to the reaction

exerted on primary member
160
75
.3
In the case of stiffeners whose web forms an angle > 15

to the perpendicular to the plating, the required modulus
and shear area may be obtained from the same formulae,
dividing the values of Z and At by cos ().
.4
The section modulus of ordinary stiffeners is
to be calculated in association with an effective width of
plating equal to the spacing of the stiffeners, without
exceeding 20 per cent of the span.
.9
For aluminium alloys, when calculating the
resistant connecting weld section, the fillet weld length de,
in mm, is determined as follows (see cases 1 and 2 in Table
C3.7.5):
case 1
: de = d 20,
where d is the length of the weld, in mm,
.5
For steel stiffeners, the web thickness is to be
not less than:
case 2
: for extruded T stiffeners, the lesser of:

de = d 20 and de = 4 t,
1/18 of the depth, for flat bars,
where b, in mm, is the flange width of the ordinary stiffener and t, in mm, is the web thickness
of the primary member.
1/50 of the depth, for other sections,

and the thickness of the face plate is to be not less than 1/15
of its width.
C3.7.8.2
For aluminium alloy stiffeners, the web
thickness is to be not less than:
Bottom and bilge stiffeners
.6
1/15 of the depth, for flat bars,

1/35 of the depth, for other sections,
and the thickness of the face plate is to be not less than 1/20
of its width.
76
.1
Both single and double bottoms are generally to be longitudinally framed.
.2
The section modulus, shear area and welding section required for bottom and bilge stiffeners are
given by the formulae in C3.7.8.1, assuming:
Bureau Veritas
February 2002
HSC Chapter 3
brackets are to be positioned through the bulkhead so as to

connect the ends of longitudinals.
(a) p
am , am :
steel structures:
am = 150/K (N/mm2)
C3.7.8.3
am = 90/K (N/mm )
Side and front wall stiffeners
.1
The section modulus, shear area and welding
section are given by the formulae in C3.7.8.1, assuming:

am = 70/K (N/mm 2)
am = 45/K (N/mm2),
(b) p
sea pressure ps as defined in C3.5.5;
am, am :
stiffeners contributing to the longitudinal strength:

-
am , am :
sea pressure ps as defined in C3.5.5, for

side stiffeners,
sea pressure psf as defined in C3.5.6, for

front wall stiffeners,
side stiffeners contributing to the longitudinal strength:
steel structures:
am = 150 CS/K (N/mm2)
steel structures:
am = 150 CS/K (N/mm2)
am = 90/K (N/mm2)

am = 70 CA/K (N/mm2)
am = 45/K (N/mm2),
am = 90/K (N/mm2)
-

am = 70 CA/K (N/mm 2)
am = 45/K (N/mm2),
stiffeners not contributing to the longitudinal strength:

-
steel structures:
am = 150/K (N/mm2)
side stiffeners not contributing to the longitudinal strength and front wall stiffeners:
-
am = 90/K (N/mm2)
-

am = 70/K (N/mm 2)
steel structures:
am = 150/K (N/mm2)
am = 90/K (N/mm2)

am = 70/K (N/mm2)
am = 45/K (N/mm2),
where CS and CA are given by Table C3.7.6.
am = 45/K (N/mm2),
.2
fore end, the pressure psf (see C3.5.6) and allowable stresses
are to be considered individually by the Society.
.3
Bottom longitudinals are preferably continuous through the transverse elements. Where they are
interrupted at a transverse watertight bulkhead, continuous
Table C3.7.6 - Coefficients CS and CA
Steel structures
CS
Aluminium alloy structures

CA
0 x/L 1
0 x/L 1
1,4 - 1/e
1,3 - 1/e
0,1 x/L 0,3
x
1
1 + 0, 5 0, 4 --- 10 --- 1
L
e
x
1
1 + 0, 5 0, 3 --- 10 --- 1
L
e
0,3 < x/L < 0,7
1
1, 4 --e
1
1, 3 --e
0,7 x/L 0,9
x
1 0, 5 0, 4 1
--- 10 --- 9
L
e
x
1 0, 5 0, 3 1
--- 10 --- 9
L
e
x/L
L
L 24 m
L > 24 m (Note 2)
x/L < 0,1
Alternative method for

24 m < L 65 m
(Note 3)
0,9 < x/L 1
Note 1 : In these formulae, the values of CS and CA are to be taken less than or equal to 1.
Note 2 : The ratio e is to be calculated at the location x, on basis of bending moment distribution defined in C3.4.1and C3.4.2.
Note 3 : The ratio e is to be calculated at the section comprised between 0,3 L and 0,7 L at which e takes the highest value.
February 2002
Bureau Veritas
77
HSC Chapter 3
C3.7.8.4
Stiffeners of wet deck (cross-deck

bottom) and internal sides of catamaran
stiffeners not contributing to the longitudinal

strength:
-
The section modulus, shear area and welding section required for bottom stiffeners of the cross-deck
are given by the formulae in C3.7.8.1, assuming:
.1
(a) p
(b) p
steel structures:
am = 180/K (N/mm2)
am = 90/K (N/mm2)
am = 85/K (N/mm2)
am = 45/K (N/mm2),
sea pressure ps as defined in C3.5.5;
am , am :
stiffeners contributing to the longitudinal strength:

-
steel structures:
am = 150 CS/K (N/mm2)
am = 90/K (N/mm2)

am = 45/K (N/mm2),
stiffeners not contributing to the longitudinal strength:

-
steel structures:
am = 150/K (N/mm2)
am = 90/K (N/mm2)

am = 70/K (N/mm 2)
am = 45/K (N/mm2),
Internal side stiffeners may have characteristics intermediate between those of the bottom of the hull
and those of the bottom of the cross-deck. In any case, such
characteristics are not to be less than those required in
C3.7.8.3 for external sides.
.2
C3.7.8.5

am = 70/K (N/mm2)
am = 45/K (N/mm2),
impact pressure psl as defined in C3.5.4;
am , am :
.2
Where there are concentrated loads of significant magnitude, deck stiffeners are to be adequately
strengthened. In particular, stiffeners of decks intended for
the carriage of vehicles are to be able to support the concentrated loads transmitted by the wheels, including inertia
effects.
In this case, the structural check is, in general, to be carried
out adopting the static model of the continuous girder on
several supports (formed by primary supporting members)
and considering the most severe vehicle loading arrangement for deck stiffeners. The normal and shear stresses thus
calculated are not to exceed the allowable limits defined
above.
.3
The ordinary stiffeners of decks or flats constituting the top or bottom of tanks are also to comply with
the requirements of C3.7.11.
.4
Where longitudinals are interrupted in way
of watertight bulkheads or reinforced transverse structures,
the continuity of the structure is to be maintained by means
of brackets penetrating the transverse element. The Society
may allow double brackets welded to the transverse element, provided that special provision is made for the
alignment of longitudinals, and full penetration welding is
used.
C3.7.8.6
Stiffeners of boundary walls of

deckhouses
.1
The section modulus, shear area and welding section are given by the formulae in C3.7.8.1,
assuming:
Deck stiffeners
: sea pressure psu as defined in C3.5.7,
am , am :
The section modulus, shear area and welding section are given by the formulae in C3.7.8.1,
assuming:
.1
am , am :
78
deck pressure pd as defined in C3.5.8,
stiffeners contributing to the longitudinal

strength:
-
steel structures:
am = 150 CS/K (N/mm2)
am = 90/K (N/mm2)

am = 45/K (N/mm2),
steel structures:
am = 150/K (N/mm2)
am = 90/K (N/mm2)
steel structures:
am = 150/K (N/mm2)
am = 90/K (N/mm2),
am = 70/K (N/mm2)
am = 45/K (N/mm2).
.2
If unprotected front walls are located at the
fore end, the pressure psu and the allowable stresses are to
be considered individually by the Society.
.3
Any front or side wall vertical stiffeners of
first tier deckhouses are to be connected, by means of
brackets at the ends, to strengthening structures for decks or
adjacent sides.
Bureau Veritas
February 2002
HSC Chapter 3
.4
Longitudinal stiffeners are to be fitted on the
upper and lower edges of large openings in the plating. The
openings for doors are, in general, to be stiffened all the
way round.
Where there is no access from inside deckhouses to tween-decks below, or where a deckhouse
boundary wall is in a particularly sheltered location,
reduced scantlings with respect to those stipulated above
may be accepted, in the opinion of the Society.
.5
C3.7.9
Primary supporting members
C3.7.9.1
General
.5
The section modulus of primary supporting
members is to be calculated in association with an attached
plating, according to criteria specified by the Society.
.6
For steel stiffeners, the following geometric
ratios are to be satisfied:
the web thickness is to be not less than 1/80 of web

depth,
the face plate thickness is to be not less than 1/30 of
face plate breadth (1/15 for face plates which are not
symmetrical with respect to the web).
.7
For aluminium stiffeners, the following geometric ratios are to be satisfied, where the compressive
stress is not known:
This article gives the requirements to be

complied with for primary supporting members of the bottom, sides, decks and, for catamaran, the cross-deck.
.1
.2
The primary supporting members (floors,
frames, beams) are to form continuous transverse frames. In
general, the stiffened frame spacing, in mm, is not to
exceed:
1200 + 10 L
without being greater than 2 m.
Primary supporting members with spacing other than that
defined above may be required for specific parts of the hull
(e.g. machinery space, under pillars), as stipulated in the
provisions below.
The section modulus Z, in cm3, and shear

area At, in cm2, required to support the design pressure
transmitted by the ordinary stiffeners are given by the following formulae:
.3
S2 b p
Z = 1000 -------------------m am
the web thickness is to be not less than 1/35 of web

depth,
the face plate thickness is to be not less than 1/20 of
face plate breadth (1/10 for face plates which are not
symmetrical with respect to the web).
.8
Particular attention is to be paid to compressive buckling strength of associated plating of transverse
primary members
.9
In case of primary structure made of floating
frames and extruded panels, the flexural contribution of the
extruded plating may generally be disregarded.
C3.7.9.2
Floors and girders of single bottom
.1
The section modulus and shear area are
given by the formulae in C3.7.9.1 for the following two
conditions:
(a) p
am , am :
Sbp
A t = 5 -----------------am
steel structures:
am = 150/K (N/mm2)
am = 90/K (N/mm2)

am = 70/K (N/mm2)
am = 45/K (N/mm2),
where:
m
: coefficient which depends on support conditions at the ends of the girder span, generally
assumed to be equal to:
10 for floors, bottom girders, side frames,

deck beams and girders, vertical webs of
superstructures
(b) p
steel floors:
am = 150/K (N/mm2)
am = 90/K (N/mm2)
aluminium alloy floors:

am = 70/K (N/mm2)
am = 45/K (N/mm2)
steel girders:
am = 150 CS/K (N/mm2)
am = 90/K (N/mm2)
12 for side stringers.
In special circumstances, a different value may be taken for

m, at the discretion of the Society.
The pressure p, in kN/m2, and allowable stresses am and
am, in N/mm2, are defined in C3.7.9.2 to C3.7.9.6 for various parts of the hull.
.4
The above formulae are applicable where
reinforced structures are not of the grillage type. Otherwise,
the scantlings of reinforced structures are to be stipulated by
means of direct calculations performed on the basis of criteria agreed upon with the Society.
February 2002
am , am :
Bureau Veritas
aluminium alloy girders:

am = 45/K (N/mm2),
79
HSC Chapter 3
.2
Floors are to be positioned in way of side
and deck transverses. Intermediate floors may also be fitted
provided that they are adequately connected at the ends.
.3
Manholes and other openings are not to be
located at the ends of floor or girder spans, unless shear
stress checks are carried out in such areas.
Floors are to be fitted in machinery spaces,

generally at every frame, and additional stiffeners are to be
provided at bottom in way of machinery and pillars.
.4
In way of main machinery seatings, girders

are to be positioned extending from the bottom to the foundation plate of main engines.
.5
.6
A girder is, generally, to be fitted centreline
for dry-docking. The height of such a girder is to be not less
than that of floors amidships and the thickness less than the
value t, in mm, obtained from the formula:
for steel:

am = 70/K a (N/mm 2)
am = 45/K (N/mm2),
a being the stress induced by the normal force in side

transverses due to deck loads transmitted by deck beams.
.2
fore end, the pressure psf (see C3.5.6) and allowable stresses
are to be considered individually by the Society.
C3.7.9.4
Primary supporting members of the wet

deck (cross-deck) and internal sides of
catamaran
.1
In the most common case of cross-deck
structures constituted by transverse stiffener plates enclosed
between lower plating and a deck, and connected at the
ends to reinforced hull structures, the scantlings are determined by transverse strength checks aimed at ensuring an
adequate connection between the hulls (see C3.7.4).
t = ( 0, 05 L + 2 ) K 0, 5
for aluminium alloys:

t = ( 0, 07 L + 2, 5 ) K 0, 5
The girder is to be fitted with a continuous face plate above

the floors, its area not less than the value Ap, in cm2, given
by the formula:
for steel:
Ap = 0,25 L K
.2
Where the cross-deck is formed by multiple
structures, each of the latter is also to be checked for the
effect of local loads, in accordance with the following
provisions.
.3
The section modulus and shear area required
for transverse structures of the cross-deck are given by the
formulae in C3.7.9.1, for the following two conditions:
(a) lower structures of the cross-deck:
for aluminium alloys:
Ap = 0,50 L K
In hulls with a longitudinally framed bottom and width
B > 8 m, side girders are also to be positioned in such a way
as to divide the floor span into approximately equal parts. In
catamaran, B is to be taken as the width of a single-hull. The
thickness of the web may be assumed to be equal to that of
the centre girder less 1 mm, and the area of the face plate
may be reduced to 60% of that of the centre girder. Where
side girders are intended to support floors, a structural
check of their scantlings is to be carried out as deemed necessary by the Society.
C3.7.9.3
am , am :
am = 90/K (N/mm2)
am , am :
am = 45/K (N/mm2),
(b) cross-deck structures supporting decks:
p
80
steel structures:
am = 150/K (N/mm2)
am = 90/K (N/mm2)
sea pressure ps as defined in C3.5.5 for primary members of sides,
sea pressure psf as defined in C3.5.6 for primary members of front walls,
steel structures:
am = 90/K (N/mm2),
: sea pressure pd as defined in C3.5.8
am , am :
am = 150/K a (N/mm2)

am = 85/K (N/mm2)
Primary supporting members of sides

and front walls
steel structures:
am = 180/K (N/mm2)
.1
: impact pressure psl as defined in C3.5.4

am = 70/K (N/mm2)
am = 45/K (N/mm2).
.4
Where the lower structure of the cross-deck
also supports a deck, such a structure is to be checked separately for conditions (a) and (b) above.
.5
The section modulus and shear area required
for side transverses of internal sides are given by the formulae in C3.7.9.1 for condition (a) above.
Bureau Veritas
February 2002
HSC Chapter 3
C3.7.9.5
Primary supporting members of decks
.1
In the absence of concentrated loads transmitted to the primary supporting member by pillars or other
primary supporting members, the section modulus and
shear area required for deck transverses and deck girders
supporting longitudinals and beams, respectively, are given
by the formulae in C3.7.9.1, assuming:
.3
fore end, the pressure psu and allowable stresses are to be
: deck pressure pd as defined in C3.5.8,
am , am :
steel deck transverses:

am = 150/K (N/mm2)
C3.7.10
Pillars
am = 90/K (N/mm2),
C3.7.10.1
Steel pillars
aluminium alloy deck transverses:

am = 70/K (N/mm 2)
.1
The minimum area A, in cm2, of the section
of a pillar, is to be not less than:
am = 45/K (N/mm2),
for 0 1,5
steel deck girders:

am = 150 CS/K (N/mm2)
Q ( 1 + 0, 75 )
A = ----------------------------------------------12
2
am = 90/K (N/mm2),
for > 1,5

Q
A = -------------10
aluminium alloy deck girders:

where:
am = 45/K (N/mm2),
.2
The primary members of decks or flats constituting the top or bottom of tanks are also to comply with
the requirements of C3.7.11.
When there are concentrated loads of significant magnitude (e.g. transmitted by pillars or other primary
members or due to the carriage of vehicles), deck girders
are to be adequately strengthened.
In this case the structural check is, generally, to be carried
out by using the static model of a beam with partial clamping at its ends (clamping coefficient = 0,30).
The allowable stresses stipulated above are to be
considered.
The beam section is to be kept constant over its length.
.3
.4
At the discretion of the Society, calculations
based on different static models may be accepted, depending on the structural typology adopted.
C3.7.9.6
Primary supporting members of

deckhouse boundary walls
.1
.2
Where there is no access from inside deckhouses to tween-decks below or where a deckhouse
boundary wall is in a particularly sheltered location,
reduced scantlings with respect to those stipulated above
may be accepted at the discretion of the Society.
: sea pressure psu as defined in C3.5.7,
am , am :
steel structures:
am = 150/K (N/mm2)
am = 90/K (N/mm2),

am = 70/K (N/mm 2)
am = 45/K (N/mm2).
February 2002
slenderness of the pillar, i.e. the ratio between

the pillar length, in m, and the minimum radius
of gyration of the pillar cross-section, in cm,
load acting on the pillar, in kN, equal to:

Q = APG p + QC
APG
area of the deck acting on the pillar, in m2,
deck load as defined in C3.5.8,
QC
load from pillars above, if any, or any other concentrated load acting on the pillar, in kN.
.2
The formula for the calculation of A applies
in the case of solid, tubular or prismatic pillars of normal
steel. Where higher tensile steel is used, the minimum area
may be determined as follows:
A = A (235/ReH) provided 1
where:
ReH
yield stress, in N/mm, of the steel considered.
.3
Where possible, each pillar is to be aligned
with another pillar above or below. Stiffeners ensuring efficient load distribution are to be fitted at the ends of pillars.
Where, in exceptional circumstances, pillars support eccentric loads, the scantlings are to be adequately increased to
withstand the bending moment due to the eccentricity of
the load.
.4
Where pillars on the inner bottom are not in
way of intersections of floors and girders, partial floors or
other structures are to be provided to support the load
transmitted.
.5
In general, solid or open-section pillars are to
be fitted in tanks; this is compulsory for pillars located in
spaces intended for products which may produce explosive
gases.
Bureau Veritas
81
HSC Chapter 3
.6
Heads and heels of pillars are to be continuously welded. The welded connections of stiffeners directly
involved in the arrangement of pillars are to be adequately
stiffened where necessary.
.7
The thickness of tubular or closed-section
pillars is generally to be not less than 1/35 of the nominal
diameter or greater dimension of the section. In no case is
this thickness to be less than 3mm.
The thickness of face plates of built-up pillars

is to be not less than 1/18 of the unsupported span of the
face plate.
.8
C3.7.10.2
.1
.2
Critical stress for overall buckling of pillars
For global buckling behaviour of pillars made of aluminium

alloy, the critical stress, c, in N/mm2, is given by the
formula:
R p0, 2
-C
c = -------------------------------------------------fl
0, 85 + 0, 25 --------
r
where:
Rp 0,2
: minimum as-welded guaranteed yield stress of

aluminium alloy used, in N/mm2,
: coefficient as given in Figure C3.7.5, and equal

to:
Pillars made of aluminium alloys
1
--------------------------------------------------------------------------1 + + ( 1 + ) 2 ( 0, 68 )
Loads on pillars
Where pillars are aligned, the compressive load Q, in kN, is

equal to the sum of loads supported by the pillar considered
and those supported by the pillars located above, multiplied
by a weighting factor.
The weighting factor depends on the relative position of
each pillar with respect to that considered.
This coefficient is equal to:
1,0 for the pillar considered,
0,81 = 0,92 for the following pillar (second pillar of the

line),
0,729 = 0,93 for the third pillar of the line,
th
in general, 0,9 for the n pillar of the line, but not less
than 0,97 = 0,478.
for alloys with heat treatment:

1
----------------------------------------------------------------------1 + + ( 1 + ) 2 ( 3, 2 )
R p 0, 2
= ------------E
69, 1
E = ----------------2
l
f------- r
: length of pillar, in m,
: minimum radius of gyration, in cm, of the pillar

cross section, equal to:
0,9 for the pillar immediately above (first pillar of the

line),
for alloys without heat treatment:
r =
I
---A
: minimum moment of inertia, in cm 4, of the pillar cross section,
: area, in cm2, of the pillar cross section,
: coefficient given in Table C3.7.7 depending on

the conditions of fixing of the pillar.
Table C3.7.7 - Coefficient f
Conditions of fixity
82
0,7
1,0
Bureau Veritas
2,0
1,0
2,0
February 2002
HSC Chapter 3
Figure C3.7.5 Coefficient C
.45
.45
.40
.40
.35
.35
.30
.30
.25
.25
.20
.20
Alloys with heat treatment
.15
.15
.10
.10
.05
.3
.05
Alloys without heat treatment
t 2
E l = 252000 ---
b
(a) For local buckling behaviour of a pillars made of aluminium alloy, the admissible stress cl, in N/mm2, is
where:
c l = 2 R p0, 2 C
greatest dimension of the cross-section, in

mm,
plating thickness, in mm.
where:
: coefficient as defined in C3.7.10.2.2,
(c) For tubular pillars with a circular cross-section, the

stress EI, in N/mm2, is given by:
R p0, 2
= ------------E I
Rp 0,2
EI
February 2002
(b) For tubular pillars with a rectangular cross-section, the

stress EI, in N/mm2, is given by:
Critical stress for local buckling of pillars
t
E l = 43000 ---D
: minimum as-welded guaranteed yield stress

of aluminium alloy used, in N/mm2,
outer diameter, in mm,
: stress defined below.
plating thickness, in mm.
Bureau Veritas
83
HSC Chapter 3
(d) For pillars with I cross-sections, the stress EI, in N/mm2,

is the lesser of the following values:
El
fm
: coefficient depending on the material:
tw 2
= 252000 ---- hw
t 2
E l = 105000 ----f
b f
fm = 0,80 for steel structures
fm = 0,75 for aluminium alloy structures,
pt
: design pressure, in kN/m2, as defined in C3.5.9,
am
tw
hw
tf
: thickness of face plate, in mm,
hf
: width of face plate, in mm.
.4

am = 85/K (N/mm2).
C3.7.11.3
Ordinary stiffeners
.1
The section modulus, shear area and welding section required for ordinary stiffeners are given by the
formulae in C3.7.8.1, assuming:
Scantlings of pillars
(a) The scantlings of pillars are to comply with the following requirements:
c
: design pressure pt as defined in C3.5.9,
: coefficient depending on the type of stiffener

and support conditions at the ends of the stiffener span, to be taken according to Table
C3.7.4,
cl
where:
steel structures:
am = 185/K (N/mm2)
where:
: compressive stress, in N/mm2, in the pillar

due to load Q,
am , am :
am = 150/K (N/mm2)
am = 90/K (N/mm2),
= 10 Q/A,
A being the cross-sectional area, in cm2, of

the pillars,
c
: overall buckling critical stress, as defined in

C3.7.10.2.2 above,
cl
: local buckling critical stress, as defined in

C3.7.10.2.3 above.

am = 70/K (N/mm2)
am = 45/K (N/mm2).
C3.7.11.4
(b) The maximum allowable axial load, in kN, is the

smaller of the following two values:
steel structures:
.1
The section modulus, shear area and welding section required for horizontal and vertical girders are
Pc = c A 10 1
: design pressure pt as defined in C3.5.9,
Pcl = cl A 10
: coefficient depending on support conditions at

the ends of the girder span, generally to be
taken equal to 10. A value of 12 could be
accepted if supported by direct calculation,
C3.7.11
Tank bulkheads
C3.7.11.1
General
am , am :
steel structures:
am = 150/K (N/mm2)
am = 90/K (N/mm2),
Hollow profiles are not permitted as tank

walls or in tanks for flammable liquids.
.1

am = 70/K (N/mm2)
C3.7.11.2
am = 45/K (N/mm2).
Plating
The required thickness, in mm, is given by

the following formula:
.1
pt
t = 22, 4 f m s -------am
where:
84
C3.7.11.5
Corrugated bulkheads
.1
The thickness and section modulus of corrugated bulkheads, calculated as stated in C3.7.11.2 to
C3.7.11.4 are to be increased by 10% and 20%,
respectively.
Bureau Veritas
February 2002
HSC Chapter 3
The section modulus Wc, in cm3, of a corrugation may be derived from the following formula:
.2
Wc = d t (3 b + c) / 6000
where the symbols are as shown in Figure C3.7.6 and are
expressed in mm. In no case is the angle to be less than
40.
am , am :
coefficient depending on the type of stiffener

C3.7.4,
steel structures:
am = 210/K (N/mm2)
am = 120/K (N/mm2),
Figure C3.7.6

am = 95/K (N/mm2)
am = 55/K (N/mm2).
.2
section required for the ordinary stiffeners of the collision
bulkhead are to be calculated from C3.7.12.2.1, considering am and am divided respectively by 1,15 and 1,05.
C3.7.12
C3.7.12.3
.1
section required for horizontal and vertical girders are given
by the formulae in C3.7.9.1, assuming:
Subdivision bulkheads
C3.7.12.1
Plating
.1
design pressure psb as defined in C3.5.10,
coefficient depending on support conditions at

the ends of the girder span, generally to be
taken equal to 10,
am , am :
am = 210/K (N/mm2)
ps b
t = 22, 4 f m s -------am
am = 120/K (N/mm2),
where:
fm
fm = 0,75 for steel structures
fm = 0,70 for aluminium alloy structures,
steel structures:

am = 95/K (N/mm2)
am = 55/K (N/mm2).
psb
: design pressure, in kN/m2, as defined in

C3.5.10,
.2
section required for the primary supporting members of the
collision bulkhead are to be calculated from C3.7.12.3.1,
considering am and am divided respectively by 1,3 and 1,2.
am
C3.7.12.4
steel structures:
Corrugated bulkheads
am = 235/K (N/mm2)
.1
The thickness and section modulus of corrugated bulkheads, calculated as stated in C3.7.12.1 to
C3.7.12.3, are to be increased by 10% and 20%,
respectively.

am = 95/K (N/mm 2).
.2
The thickness of the collision bulkhead is to
be calculated from the formula given in C3.7.12.1.1, multiplied by 1,15.
.2
The section modulus of a corrugation is to be
calculated as indicated in C3.7.11.5.
C3.7.12.2
C3.7.13
Ordinary stiffeners

section required for ordinary stiffeners are given by the formulae in C3.7.8.1, assuming:
.1
: design pressure psb as defined in C3.5.10,
February 2002
Non-tight bulkheads
.1
The thickness of plating of non-tight bulkheads which do not act as pillars is to be not less than 2 mm
for steel bulkheads, and 3 mm for aluminium alloy bulkheads, and vertical stiffeners are to be not more than 900
mm apart.
Bureau Veritas
85
HSC Chapter 3
.2
Vertical stiffeners of bulkheads which do not
act as pillars are to have a section modulus (calculated in
association with a width of plating equal to the stiffener
spacing but not exceeding 750 mm) not less than the value,
in cm3, given by the formula:
.4
The connections to reinforced hull structures
of independent tanks are to be able to withstand the
dynamic loads induced by the tank weight and the acceleration av of the craft (see C3.3).
Z = 2 s S2
.5
It is recommended that stiffener plates
should be arranged so as to prevent undue movement of the
liquid.
.3
The thickness of plating of non-tight bulkheads which act as pillars is to be not less than 2 mm for
steel bulkheads, and 3 mm for aluminium alloy bulkheads,
and vertical stiffeners are to be not more than 750 mm
apart.
Vertical stiffeners of bulkheads which act as

pillars are to have a section modulus (calculated in association with a width of plating equal to the stiffener spacing
but not exceeding 750 mm) not less than the value, in cm3,
C3.7.15
Side and stern doors
C3.7.15.1
Plating
.4
Z = 2,65 s S
.1
t = 22, 4 s
ps
-------am
where:
In addition, each vertical stiffener, in association with a width of plating equal to 50 times the plating
thickness, is to comply with the requirements for pillars
given in C3.7.10, the load supported being determined in
accordance with the same provisions.
.5
.6
In the case of tanks extending from side to
side, a wash bulkhead is generally to be fitted amidships;
the plating thickness is to be not less than 2 mm for steel
bulkheads, and 3 mm for aluminium alloy bulkheads, and it
is to be strengthened by vertical stiffeners.
C3.7.14
ps
: design pressure, in kN/m 2, as defined in

C3.5.5.2.1,
am
am = 185/K (N/mm2)
am = 85/K (N/mm2).
C3.7.15.2
: design pressure ps as defined in C3.5.5.2.1,
: coefficient depending on the type of stiffener

C3.7.4,
where:
pt
fm = 1,0 for steel bulkheads
fm = 1,45 for aluminium alloy bulkheads,
am , am :
am = 90/K (N/mm2),
am = 45/K (N/mm2).
C3.7.15.3
The section modulus required for stiffeners,

in cm3, is given by the formula:
.3
fm
86
fm = 1,0 for steel bulkheads
fm = 2,15 for aluminium alloy bulkheads.

am = 70/K (N/mm2)
In no case is the thickness to be less than 2,5

mm for steel bulkheads, and 3,5 mm for aluminium alloy
bulkheads.
.2
where:
steel structures:
am = 150/K (N/mm2)
design pressure, in kN/m2, as defined in C3.5.9.
Z = 0, 4 f' m s l 2 p t K
Ordinary stiffeners
t = 1, 25 f m s ( p t K ) 0, 5
.1
section required for ordinary stiffeners are given by the formulae in C3.7.8.1, assuming:
Independent prismatic tanks
.1
The required thickness for the plating of
independent prismatic tanks, in mm, is given by the
formula:
fm
steel structures:
Primary members, securing and

supporting devices
.1
The scantlings of the primary members,
securing and supporting devices of side shell doors and
stern doors are to be determined to withstand the design
loads defined respectively in C3.5.5.2.2 and C3.5.5.2.3,
using the following permissible stresses, where k is the
material factor defined in C3.2.2.3 for steel (not to be taken
less than 0,72) or in C3.2.3.5 for aluminium alloys:
Bureau Veritas
February 2002
HSC Chapter 3
am
am
cam
For multihulls, the strengths due to longitudinal bending,

transverse bending and torsion are to be examined individually by the Society.
: bending stress
steel structures:
am = 120/K (N/mm2)

am = 55/K (N/mm 2),
.2
The longitudinal strength of monohull craft
more than 65 m in length is to be checked.
.3
The longitudinal strength of monohull craft
more than 24 m and less than 65 m in length is to be
checked when the following conditions are not simultaneously satisfied:
: shear stress
steel structures:
am = 80/K (N/mm2)

am = 35/K (N/mm2),
cam =
+3
2
L/D r2,
no longitudinal members located at more than 0,04 D
above the strength deck at side,
steel structures:
am = 150/K (N/mm2)

am = 70/K (N/mm 2).
C3.8
Fibre-reinforced plastic craft
C3.8.1
Introduction
in any transverse section of strength deck, the sum of the

breadths of openings is less than:
65 L
b = --------------- B
40
Values of r2 factor are given in Table C3.8.1 depending on

the type of service of the craft.
Table C3.8.1 - Factor r2
Type of service
.1
This article stipulates requirements for the
scantlings of hull structures (plating, stiffeners, primary supporting members). The loads acting on such structures are
to be calculated in accordance with the provisions of C3.5.
In general, for craft with length L > 65 m or

speed V > 45 knots, the scantlings of transverse structures
are to be verified by direct calculations carried out in
accordance with C3.6.
For all other craft, the Society may, at its discretion and as
an alternative to the requirements of this article, accept
scantlings for transverse structures of the hull based on
direct calculations, in accordance with C3.6.
.2
C3.8.2
Open sea
Restricted open sea
16,5
Moderate environment
18,0
Smooth sea
22,0
.4
In general, the strength deck is the uppermost continuous complete deck or the uppermost
superstructure deck contributing to the longitudinal
strength, if any.
The deck number n of a superstructure or a roof with lateral sides in line with the shell plating, at least 5 n H in
length and located in the midship region, can be taken
as the strength deck in way of the considered transverse
sections, where:
H
Definitions
In addition to the definitions in C3.1, the following is to be considered:

.1
Superstructure: In this article, it is a decked structure

located above the uppermost continuous deck, extending from side to side of the craft, or with the side plating
not inboard of the shell plating by more than 4 per cent
of the local breadth.
r2
mean height, in m, of the tween deck.
If such a deck is not considered as the strength deck,

arrangements are to be made so that this deck does not
participate in the longitudinal strength of the ship.
Ships with shell openings such that the length of openings is greater than half the length of the shell are to be
individually examined by the Society.
C3.8.3
.5
The section moduli at bottom, at the strength
deck and at the top of longitudinal members located above
the strength deck, if any, calculated according to C3.8.3.2,
are not to be less than the value defined in C3.8.3.3.
C3.8.3.1
General
C3.8.3.2
.1
This article gives the criteria to be used for
the longitudinal strength calculation of monohull ships
more than 24 m in length.
February 2002
Calculation of strength modulus
.1
The data given in Table C3.8.2 for plating
and C3.8.3 for longitudinals are necessary for calculation of
the midship section modulus.
Bureau Veritas
87
HSC Chapter 3
Table C3.8.2
Figure C3.8.1
Deck
Side shell
Bottom
tp
tm
tf
Ep
Em
Ef
Deck
Side
shell
(1 side)
Bottom
Thickness (mm)
tps
tms
tfs
Young modulus
(N/mm2)
Eps
Ems
Efs
Breadth (mm)
lps
lms
lfs
Thickness equivalent
to I section (mm)
tpa
tma
tfa
Young modulus
(N/mm2)
Epa
Ema
Efa
Height (m)
Hpa
Hma
Hfa
Number of
longitudinals
np
nm
nf
Mean thickness, in mm
Young modulus, in N/mm
B/2
Flange
Web
C'
Table C3.8.3
M
B/4
Table C3.8.4 - Factor r1
Where there is a sandwich member, the two

skins of the laminate are to be taken into account only with
their own characteristics. The cores are taken into account if
they offer longitudinal continuity and appreciable strength
against axial tension-compression.
Type of service
.2
For each transverse section within the midship region, the section modulus, in m3, is given by:
r1
Open sea
Restricted open sea
1,0
Moderate environment
0,96
Smooth sea
0,92
.3
1
C'
FP
W = ----- C' P + ----- A 1 + --------------------------- 10 3
Ep
6
F + 0, 5 A
C3.8.3.4
Bending longitudinal stress
The bending stress, in N/mm2, due to the longitudinal bending moment is given by the formula:
.1
where:
P = t p B E p + n p ( t ps I ps E ps + t pa H pa E pa )
A = 2 ( t m I m E m + n m ( t m s I m s E m s + t m a Hm a E m a ) )
B
F = t f --- E f + n f ( t fs I fs E f s + t fa H fa E f a )
2
Mb l
bl = ------- 10 3
W
See also Figure C3.8.1.
where Mbl is the total bending moment, defined in C3.4.1,

and W is the actual value of the midship section modulus,
in m3, either at bottom or at the deck.
C3.8.3.3
C3.8.4
Structural scantling - general
C3.8.4.1
Main principles
Rule section modulus
.1
The midship section modulus at the strength
deck, at the bottom and above the strength deck, if any, is
not to be less, in m3, than:
W m = 11 r 1 F L 2 B ( C B + 0, 7 ) 10 6
where:
r1
L
= --------r2 D
value given in Table C3.8.4,

but not less than 1
L
F = ( 118 0, 36 L ) ------------1000
r2
88
value given in Table C3.8.1.
.1
Scantlings are given for the midship region
and end regions. In intermediate regions, scantlings are to
vary gradually from the midship region to the end regions.
.2
Plating and stiffener scantlings are determined by the fact that the sum of stress due to local design
load and longitudinal bending of the hull (if applicable) is
to be less than the corresponding allowable stress of the
material, i.e. the breaking strength divided by a safety factor, defined below.
Bureau Veritas
February 2002
HSC Chapter 3
.3
Scantlings may be increased where the structure is likely to be subjected to particular forces, for
instance due to:
very high speed,

nature or uneven distribution of its loading, such as concentrated loads,
particular conditions of operation, construction or
design.
.4
When design assumptions not covered by
the present Rules or unusual structural arrangements are
provided, the proposed scantlings are to be backed by
direct calculations carried out with an agreed method, and
submitted to the Society for examination.
If so, the shipyard is to provide, to the satisfaction of the
Society, all information needed to verify the calculation.
The owners agreement may be required where the Society
deems it appropriate.
Table C3.8.5 - Safety factor SF

SF
General
6,0
Members subject to impact load
4,5
Watertight transverse bulkheads
5,0
Sides and ends of superstructures and

deckhouses
4,0
Members subjected to the testing

pressure pe
4,0
.3
The safety factor to be considered for allowable shear stress of core material of sandwiches and of web
primary stiffener is given in Table C3.8.6.
Table C3.8.6 - Safety factor SF
.5
In addition to the cases explicitly foreseen by
these Rules, subject to justifications submitted for examination, the Society may consider scantlings and structural
arrangement, other than those derived from the application
of these Rules, in order to take special account of:
SF
Core of
sandwich
calculation method or a method for the determination

of stresses offering a high level of accuracy; calculation
data and all information necessary for their assessment
are to be submitted to the Society,
Web of
primary
members
development of the applied techniques, the builders

practical experience and the means he brings into use to
ensure an appropriate level of quality and building
consistency,
satisfactory behaviour in service of the type of hull
structure concerned,
Bottom - side shell boundary for

catamarans
For the structure of a catamaran, the inner walls of which

are nearly vertical, the limit between bottom and side shell
inside the two hulls is to be taken at the level of chine for
external walls, as defined in C3.1.4.
C3.8.4.2
Safety factors
C3.8.4.3
The safety factor to be considered for allowable bending stresses of platings and stiffeners is given in
Table C3.8.5.
February 2002
Sandwiches subjected to impact load
2,5
General
5,0
Stiffeners subject to impact load
3,5
Stiffeners on watertight transverse bulkhead
4,0
Stiffeners of sides and ends of superstructures and deckhouses
3,0
Stiffeners calculated with the testing

pressure pe
3,0
Single skin laminates
.1
The bending stress, in N/mm2, of the laminate is to be multiplied by the following reduction factor ks:
ks = 1 rc2
where:
1 = 1
.1
The safety factor SF is equal to the ratio
between the breaking strength (bending or shear) and the
allowable stress for a material.
.2
3,0
.4
For ships of unusual construction and/or with
special service conditions, another value of the safety factor
can be defined in accordance with the yard, which is to justify the new safety factor.
particular loading cases.

.6
General
if l 2s
l
1 = 1 1, 5 1 ---------- if s < l < 2s

2s
1 = 0, 625
if l s
and rc are defined respectively in C3.8.4.3.2 and

C3.8.4.3.3.
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89
HSC Chapter 3
.2
In case of shell plating with stiffeners with a
wide base, the coefficient is given by the formula:
a
= 1 3 --- 1 a
---
s
s
where is not to be less than 0,4 and a and s are defined in

Figure C3.8.2.
Figure C3.8.2
where:
V
: maximum distance of the neutral axis of the

laminate, in mm, as defined in C3.2.6.3.3,
[I]
: inertia of the laminate, by mm of width, in

mm 4/mm, as defined in C3.2.6.3.3.
.6
The bending stress due to the design pressure
p is given by the following formula:
br
d < ------ bl
SF
where:
br
: breaking bending strength of the laminate, as

defined in C3.2.6.3.3,
bl
: bending stress due to the total bending moment,

as defined in C3.8.3.4. bl is to be equal to zero
for all platings of ships of less than 24 m in
length and for longitudinal framed platings and
all platings at ends of other ships,
f
r c = 1 0, 8 -
s
SF
: safety factor, as defined in C3.8.4.2.
without being less than 0,85, where f and s are defined in

Figure C3.8.3.
In the case of unstiffened shell plating with a large curvature, a relevant study of the stress is to be submitted to the
Society for examination.
The bending stress de, in N/mm2, calculated

for the test pressure pe is to be such that:
.4
The minimum thicknesses of the single skin
laminate platings are not to be, as a rule, less than the following values:
.8
The bending deflection, due to design pressure p (see C3.5), of a single-skin laminate between
stiffeners is to be less than about 1% of the stiffener spacing.
The bending deflection, in mm, of a single-skin laminate,
fixed on its edges, is given by:
The curvature factor rc is given by the
.3
formula:
for bottom and bilge platings:

t = 1, 5 L + 10
br
de < -----SF
2 p s4
- ------------ 10 9
f = --------384 ( E I )
for shell plating:

t = 1, 25 L + 10
where:
for other platings:

t =
.7
[EI]
L + 10
Lower values can be considered if a justification is submitted to the Society.
: rigidity of the laminate, for 1 mm width, in

Nmm2/mm, defined in C3.2.6.3.3
if l 2s
2 = 1
The bending stress, in N/mm 2, due to the

design pressure p (defined in C3.5) is given by the formula:
l
2 = 1 2, 1 1 ----------
V p s2
d = k s ------ ------------ 10 3
[ I ] 12
2 = 0, 475
.5
2 s
if s < l < 2s
if l s
Figure C3.8.3
90
Bureau Veritas
February 2002
HSC Chapter 3
C3.8.4.4
.1
Sandwich laminates
br
shear breaking strength of the core material, in

N/mm2,
Refer to C3.8.4.3.1 to C3.8.4.3.3.
SF
safety factor, as defined in C3.8.4.2.
.2
The minimum thicknesses of each skin of
sandwich laminate platings are in general not to be less
than the following values:
for bottom and bilge platings:

t = 0, 6 L + 10
.8
The sum of the bending and shear deflections, due to the design pressure p (see C3.5), of a sandwich
laminate between stiffeners is to be less than about 1% of
the stiffener spacing. The total deflection, in mm, of a sandwich laminate, fixed on its edges, is given by the formula:
2 p s 4
p s2
- ------------ 10 9 + -----3 ------------ 10 3
f = --------384 [ E I ]
8 ta G
for shell plating:

t = 0, 5 L + 10
where:
[EI]
for other platings:
t = 0, 4 L + 10
Lower values can be considered if a justification is submitted to the Society.

.3
The bending stress, in N/mm 2, due to the
design pressure p (defined in C3.5) is equal to:
ta
core thickness, in mm,
shear modulus of the core material, in N/mm2,
coefficient defined in C3.8.4.3.8,
V p s2
d = k s ------ ------------ 10 3
[ I ] 12
3 = 1
if l 2s
l
3 = 1 1, 8 1 ----------
where:
: maximum distance of the neutral axis of the

sandwich, in mm, as defined in C3.2.6.3.3,
[I]
: inertia of the sandwich, by mm of width, in

mm4/mm, as defined in C3.2.6.3.3.
.4
p is to be such that:
br
- bl
d < -----SF
2 s
3 = 0, 550
C3.8.4.5
if s < l < 2s
if l s
Stiffeners
.1
The Rule values of stiffener stresses take
account of the width lb of the attached plating, defined
below:
for primary stiffeners, lb is the smaller of the two values:
where:
br
: breaking bending strength of the sandwich, as

bl
: bending stress due to the total bending moment,

for all platings of ships of less than 24 m in
length and for longitudinal framed platings and
all platings at ends of other ships,
SF
rigidity of the sandwich laminate, for 1 mm

width, in N mm2/mm, as defined in
C3.2.6.3.3,
: safety factor, as defined in C3.8.4.2.
I stiffener: s or 0,2 l
stiffener: s or (0,2 l + a),

where a is defined in C3.8.4.3.2,
for ordinary stiffeners, lb is equal to the spacing s
between stiffeners.
.2
To take account of the actual conditions of
fixation of a stiffener, the following coefficient is considered in the scantling formulae:
if the stiffener is fixed at its ends: = 1,0
.5
The bending stress de, in N/mm , calculated
for the test pressure pe is to be such that:
in the other cases: = 1,5.
br
de < -----SF
.3
Cut-outs for the passage of ordinary stiffeners
are to be as small as possible. As a rule, the depth of cutouts is not to be greater than half the web height of the primary stiffener.
.6
The shear stress, in N/mm2, due to the design
pressure p is to be:
ps
d = ----------2 ta
p s l2 V
d = ------------------- ------ 10 6
12
[ I]
where ta is the thickness of the core, in mm.

The shear stress due to the design pressure is
to be such that:
.7
br
d < ----SF
.4
The bending stress, in N/mm2, due to the
design pressure p (defined in C3.5) is given by the formula:
where:
V
distance from the stiffener neutral axis to the

flange, in mm, as defined in C3.2.6.3.5,
[I]
inertia of the stiffener, in mm4, as defined in

C3.2.6.3.5.
where:
February 2002
Bureau Veritas
91
HSC Chapter 3
.5
is to be such that:
.3
The requirements of C3.5.8 apply also to
structural members of the cross-deck of catamarans.
br
- bl
d < -----SF
C3.8.5.2
General arrangements
where:
br
breaking bending strength of the stiffener, as

.1
In general, a continuous centreline girder is
to be provided over the full length of the ship.
bl
bending stress due to the total bending moment,

for all stiffeners of ships of less than 24 m in
length and for stiffeners not contributing to the
longitudinal strength and all stiffeners at ends,
for other ships,
.2
In the engine room, additional girders are to
be fitted in order to provide a sufficient structural strength.
Unless otherwise specified, the shipyard is to submit the
supporting structure to the engine builder for agreement on
rigidity and arrangements.
SF
.3
Floors are to be continuous between the centreline keelson and the bilge.
.6
The shear stress, in N/mm 2, due to the design
pressure p (defined in C3.5) is given by the formula:
psl 3
d = ----------------- 10
2 Sa
where Sa is the total web cross-sectional area, in mm2.

.7
For primary stiffeners, the shear stress due to
the design pressure is to be:
br
d < ----SF
SF
.5
Main engines and thrust blocks are to be
secured to the hull structure by seatings with adequate
strength to withstand forces transmitted by the propulsive
installation.
.6
When solid ballast is fitted, it is to be
securely positioned. If necessary, intermediate floors may
be fitted for the purpose.
where:
br
.4
A floor or a girder is to be provided under
each line of pillars.
shear breaking strength, in N/mm2, of the laminate being the web of the primary stiffener. If a
precise value of br obtained from tests or other
agreed method is not available, br is to be
taken equal to 60 N/mm2,
.7
For each member of web of floor or keelson,
the height thickness ratio is not to exceed 25.
.8
Provision is to be made for the free passage
of water from all parts of the bottom to the suctions, taking
into account the pumping rate required.
.8
The bending stress de, in N/mm2, calculated
for the testing pressure pe is to be such that:
C3.8.5.3
br
de < -----SF
.1
Plating scantlings are to be calculated in
accordance with C3.8.4.3 and C3.8.4.4.
.9
For primary stiffeners, the shear stress de, in
N/mm 2, calculated for the testing pressure pe is to be:
.2
The width of the keel plate, in m, is not to be
less than (0,6 + 0,01 L).
br
de < ----SF
C3.8.5.4
Plating scantlings
Stiffener scantlings
C3.8.5
Bottom structure
.1
Stiffener scantlings are to be calculated in
accordance with C3.8.4.5.
C3.8.5.1
Application
.2
For the scantlings of a bottom girder, its span
l is to be measured:
.1
The requirements of C3.8.5 apply to single or
double-bottom structures with longitudinal or transverse
framing.
between transverse bulkheads, if the keelson can be

considered as a support, i.e. if its height is at least 1,5
times the height of the floors in the centreline, and its
moment at least twice the moment of the floors in the
centreline,
between floors, if the keelson is intercostal, its height

not exceeding the floor height.
Bureau Veritas
February 2002
.2
The requirements of C3.5.8 are to be used
for the scantlings of the main structural members located
between the keel and the chine, as defined in C3.1.4. Refer
also to C3.8.4.1.6 for catamarans.
92
HSC Chapter 3
.3
For the scantlings of a floor, its span l is to be
C3.8.6
Side shell structure
C3.8.6.1
Application
measured:
between side shell platings, if the bottom is flat and supporting bottom girders or longitudinal bulkheads do not
exist,
between side shell plating and keel, if an important keel
exists and supporting bottom girders or longitudinals
bulkheads do not exist,
between side shell plating and keelson, side shell plating and bulkhead, or bulkhead and bulkhead, if
longitudinal bulkheads or keelson exist, the scantlings
and the span of which are such that they can be considered as a support.
.4
For ships with a rising of floors, the floor
span is to be measured from the ship centreline, when the
angle of the rising of floor is greater than:
.1
The requirements of this sub-article apply to
transversely or longitudinally framed side shell structure.
.2
The requirements of this sub-article are to be
used for the scantlings of the main structural members
located between the chine, as defined in C3.1.4, and the
highest continuous deck.
.3
structural members of inner walls of catamarans (see
C3.8.4.1.6).
C3.8.6.2
20 in case of built-in floor at side,

10 in case of supported floor at side.
This being so, the floor bending stress is to be calculated in
accordance with C3.8.4.5, with = 1,1.
.5
When the primary structure is made of a
frame of crossed stiffeners with equivalent scantlings, a calculation of the totality of the stiffeners, taking relative
stiffnesses into account, is to be submitted.
C3.8.5.5
Single-bottom structure
.1
Side girders are to be fitted. In general, their
spacing is not to exceed 2,5 m.
.2
Centre and side girders are to be extended as
far aft and forward as practicable.
.3
Where side girders are fitted in lieu of the
centre girder, overlap is to be adequately extended, and
additional stiffening of the centre bottom may be required.
.4
.1
In case of longitudinal framing, the web
frames are to be located in way of floors.
.2
In case of transverse framing, the section
modulus of the web frames located in the engine room is
not to be less than 4 times that of adjacent frames, and the
cross-sectional area of these web frames is not to be less
than twice that of adjacent frames.
.3
In case of transverse framing, frames are to
be fitted at each frame. The scantlings of main and tween
deck frames are not to be less than those of frames located
immediately above.
.4
In general, stringers are required if the span
of main and tween deck frames is greater than 4 m.
.5
Web frames are to be fitted in way of beams
at hatch ends.
.6
The flanges of stringers and web frames are
to be connected if necessary.
Flanges of bottom girders and floors are to be
connected.
C3.8.6.3
.5
For ships more than 40 m in length with
transverse framed bottom, longitudinal stiffeners connected
to floors are to be fitted between bottom girders, within the
midship region. The mean spacing of longitudinal members
is not to exceed 1,4 m.
.1
C3.8.5.6
.1
In general, the height of the double bottom is
not to be less than:
0, 1 L
Side girders are to be fitted. In general, their

spacing is not to exceed 4,2 m.
.3
February 2002
See also C3.8.5.5 above.
The width of the sheerstrake, in m, is not to
be less than:
L
b = 0, 715 + 0, 425 ---------100
Double-bottom structure
.2
.2
Plating scantlings
.3
Unless otherwise specified, the thickness of
the sheerstrake is not to be less than that of the adjacent
side shell plating.
.4
The thickness of the sheerstrake is to be
increased by 40% in way of breaks in long superstructures
occurring within the midship 0,5 L, over a length of about
one sixth of the ship breadth on each side of the superstructure end.
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HSC Chapter 3
.5
increased by 30% in way of breaks in long superstructures
occurring outside the midship 0,5 L, over a length of about

increased by 15% in way of breaks in short superstructures
.6
C3.8.6.4
.1
In case of longitudinal framing, the beams
are to be located in way of the vertical web frames of side
shell.
.2
In case of transverse framing, the beams are
to be, in general, fitted at every frame, in line with side shell
stiffeners.
.3
In case of vertical break for the strength deck,
the continuity of strength is to be ensured by a tapered
structure of the two decks within a length equal to 2 to 5
frame spacing.
.4
The transverse strength of ships with large
deck openings is to be individually considered.
.1
Stiffeners scantlings are to be calculated in
.2
C3.8.7.2
.5
In the area of openings, the continuity of
strength of longitudinal hatch coamings is to be ensured by
underdeck girders.
For the scantlings of a stringer, its span l is to

.6
Hatch girders and reinforced beams are to be
fitted in way of hatch openings.
be measured:
between transverse bulkheads if the stringer can be considered as a support or if there is no vertical web,
between vertical webs if the stringer is intercostal and
cannot be considered as a support between transverse
bulkheads.
.7
The flanges of girders and reinforced beams
are to be connected, if necessary.
.8
In case of concentrated loads on decks (e.g.
pillars, winches, davits), direct calculations are to be carried
out taking account of simultaneous design pressure and
concentrated loads.
.3
For the scantlings of a vertical web frame, its
span l is to be measured:
C3.8.7.3
between decks or between deck and bottom, if there are

no stringers or if stringers are intercostal,
.1
between deck and stringer, bottom and stringer or

between stringers if stringers can be considered as a
support between transverse bulkheads.
.2
The width of the stringer plate, in m, is not to
be less than:
b = 0,005 (L + 70)

frame of crossed stiffeners with equivalent scantlings, a calculation of the totality of stiffeners, taking relative stiffnesses
into account, is to be submitted.
.4
C3.8.7
Deck structure
C3.8.7.1
Application
Plating scantlings
.3
Unless otherwise specified, the thickness of
the stringer plate is not to be less than that of the adjacent
plating.
.4
The thickness of the stringer plate is to be
increased by 40% in way of breaks of long superstructures
.1
transversely or longitudinally framed deck structure.
.5
increased by 30% in way of breaks of long superstructures
occurring outside the midship 0,5 L, over a length of about

used for the scantlings of the main structural members of
the strength deck, lower and platform decks, accommodation decks and the decks of superstructures and deckhouses.
.6
increased by 15% in way of breaks of short superstructures
.2
94
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February 2002
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C3.8.7.4
.1
.2
For the scantlings of a girder, its span l is to
be measured:
between transverse bulkheads, if the girder can be considered as a support, i.e. if its height is at least 1,5 times
the height of the floors in the centreline, and its moment
at least twice the moment of the floors in the centreline,
between deck beams, if the girder is intercostal and
used to prevent tripping instability of deck beams.
For the scantlings of a deck beam, its span l
is to be measured:
.3
between side shell platings, if there are no girders which

can be considered as a support or if there are no longitudinal bulkheads,
between side shell plating and bulkhead, side shell plating and girder, between bulkheads or girders if there are
longitudinal bulkheads or girders, the scantlings and
span of which are such that they can be considered as a
support.
.4
Hatch beams and hatch girders are to be of
reinforced scantlings, to take the interrupted stiffeners into
account.
.5
The scantlings of hatch beams and girders is
not to be less than those obtained in accordance with
C3.8.4.5, changing s to take into account the effective supported areas.
.6
C3.8.7.5
Deck covers
.1
The scantlings of deck cover platings are to
be determined in accordance with C3.8.4.3 and C3.8.4.4.
.2
The scantlings of the deck cover stiffeners are
to be calculated in accordance with C3.8.4.5, the span l of
the stiffener being measured:
between the two edges of the cover, if the stiffener can

be considered as a support for this dimension,
between perpendicular stiffeners, if the stiffener is considered as intercostal.
In case of deck cover with a frame of crossed
stiffeners with equivalent scantlings, a calculation of the
totality of the stiffeners, taking into account the relative stiffnesses, is to be submitted.
C3.8.8
Bulkhead structure
C3.8.8.1
Application
.1
used for the scantlings of the main structural members of:
watertight transverse or longitudinal bulkheads,

transverse or longitudinal tank bulkheads,
wash transverse or longitudinal bulkheads,
cofferdam bulkheads,
shaft tunnel bulkheads.
C3.8.8.2
.1
The scantlings of tank bulkheads which are
also Rule bulkheads are not to be less than those required
for a watertight bulkhead.
.2
Where bulkheads do not extend up to the
uppermost continuous deck (such as the after peak bulkhead), suitable strengthening is to be provided in the
extension of the bulkhead.
.3
Bulkheads are to be stiffened in way of deck
girders.
.4
Floors are to be fitted in the double bottom,
in way of plane transverse bulkheads.
.5
The scantlings of stiffeners on the horizontal
part of stepped bulkheads are to be calculated as for beams.
.6
Where vertical stiffeners are cut in way of
watertight doors, reinforced stiffeners are to be fitted on
each side of the door and suitably overlapped; crossbars are
to be provided to support the cut-off stiffeners.
.7
Arrangements are to be provided to avoid the
buckling of large accommodation bulkheads without
stiffeners.
C3.8.8.3
Plating scantlings
.1
Platings scantlings are to be calculated in
C3.8.8.4
.3
February 2002
.1
Stiffeners scantlings are to be calculated in
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HSC Chapter 3
.2
For the scantlings of a stringer, its span l is to
be measured:
between side shell platings, between longitudinal bulkheads or between side shell plating and longitudinal
bulkhead, for stringers of transverse bulkheads considered as a support,
between transverse bulkheads, for stringers of longitudinal bulkheads considered as a support,
between vertical webs, for stringers whose scantlings
are such that they cannot be considered as a support.
.3
For the scantlings of a vertical web, its span l
is to be measured:
between decks or between deck and bottom, if the vertical web can be considered as a support,
between horizontal stiffeners, if scantlings of the vertical
web are such that it cannot be considered as a support.
.4
C3.8.8.5
Watertight doors
.3
All openings cut in the sides or decks of
superstructures and deckhouses are to be stiffened and have
well rounded corners. Continuous stiffeners are to be fitted
below and above doors or similar openings. Where necessary, compensation for large openings may be required.
.4
Side plating at the ends of superstructures is
to be tapered into the bulwark or sheerstrake of the strength
deck. Where a raised deck is fitted, this arrangement is to
extend over a three-frame space.
.5
Access openings cut in sides of enclosed
superstructures are to be fitted with watertight doors, permanently attached.
The structure and attachment system of these doors are to
be arranged so that the strength remains equivalent to that
of a non-pierced bulkhead.
Securing devices which ensure weathertightness are to
include tight gaskets, clamping dogs or other similar appliances, and to be permanently attached to the bulkheads
and doors. These doors are to be arranged for operation
from both sides.
.6
As a rule, the spacing of stiffeners on sides of
superstructures and deckhouses is to be the same as that of
beams on supporting decks.
.1
The strength of a watertight door is not to be
less than that of the adjacent bulkhead.
.7
Partial bulkheads or web are to be arranged
to support the sides and ends of superstructures and deckhouses. Scantlings of these web frames are to be
individually considered.
.2
In the calculation of the scantlings of stiffeners of watertight door, stiffeners are to be considered as
supported at ends.
.8
Sides of deckhouses are to be strengthened
in way of boats and the top plating is to be reinforced in
way of boat davits.
C3.8.9
Superstructure and deckhouse

structures
.9
Special attention is to be paid to the transfer
of vertical loads between decks.
C3.8.9.1
Application
C3.8.9.3

the structure of superstructures and deckhouses framed
transversely and longitudinally.
.1
C3.8.9.2
.1
Reduction in scantlings may be granted for:
deckhouses not protecting openings in the freeboard

and superstructure decks,
deckhouses located above the third tier.
These reductions are to be individually examined by the
Society.
.2
Ends of superstructures and deckhouses are
to be efficiently supported by bulkheads, pillars or other
equivalent system.
Where hatchways are fitted close to the ends of superstructures, additional strengthening may be required.
96
Plating scantlings
.1
.2
When the superstructure deck is the strength
deck, the scantlings of the sides of superstructures are to be
determined as for the side shell plating.
.3
The plating thickness of sides of long superstructures is to be increased by 25% over a length of about
one sixth of the ship breadth on each end of the
superstructure.
C3.8.9.4
.1
.2
Scantlings of side stiffeners of superstructures
and deckhouses need not exceed those of side stiffeners of
the tier immediately below, based on the same span and
spacing.
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February 2002
HSC Chapter 3
.3
The Society reserves the right for a special
examination of superstructure frames:
where the decks at ends of the considered frame are not

stiffened in the same way,
where the frame span exceeds 4 m,
for passenger ships.
.4
In the case of a superstructure or deckhouse
contributing to the longitudinal strength, the vertical stiffeners between windows on the sides are to be individually
examined.
C3.8.10
Principles of buildings
C3.8.10.1
Definition
.5
Openings are to be avoided in highly
stressed areas, in particular at ends of primary stiffeners,
and, for webs of primary stiffeners, in way of pillars.
If necessary, the shape of openings is to be designed to
reduce stress concentration.
In any case, the corners of openings are to be rounded.
.6
Connections of the various parts of a hull, as
well as attachment of reinforcing parts or hull accessories,
can be made by moulding on the spot, by bonding separately moulded, or by mechanical connections.
.7
Bulkheads and other important reinforcing
elements are to be connected to the adjacent structure by
corner joints (see Figure C3.8.4) on both sides, or equivalent joint.
Figure C3.8.4
.1
The stiffeners with the lower spacing are
defined in this Chapter as ordinary stiffeners.
.2
Depending on the direction of ordinary stiffeners, a structure is made of one of the following systems:
longitudinal framing,
transverse framing.
.3
Ordinary stiffeners are supported by structural members, defined as primary stiffeners, such as:
50
75
keelsons or floors,
100
125
stringers or web frames,
150
reinforced beams or deck stringers.

C3.8.10.2
.1
The purpose of this sub-article is to give
some structural details which may be recommended. But
they do not constitute a limitation; different details may be
proposed by the builders and agreed upon by the Society,
provided that builders give justifications, to be defined in
each special case.
.2
Arrangements are to be made to ensure the
continuity of longitudinal strength:
The mass by m2 of the corner joints is to be at least 50% of

the mass of the lighter of the two elements to be fitted, and
at least 900 g/m2 of mat or its equivalent.
The width of the layers of the corner joints is to be worked
out according to the principle given in Figure C3.8.4.
.8
The connection of the various parts of the
hull, as well as connection of reinforcing members to the
hull, can be made by adhesives, subject to special examination by the Society.
C3.8.10.3
in areas with change of stiffener framing,

in areas with large change of strength,
.1
at connections of ordinary and primary stiffeners.
Platings
General
.3
Arrangements are to be made to ensure the
continuity of transverse strength in way of connections
between hulls of catamarans and axial structure.
(a) The edges of the reinforcements of one layer are not to

be juxtaposed but to be overlapped of at least 50 mm;
these overlaps are to be offset between various successive layers.
Structure discontinuities and rigid points are

to be avoided; when the strength of a structure element is
reduced by the presence of an attachment or an opening,
proper compensation is to be provided.
(b) Prefabricated laminates are fitted by overlapping the

layers, preferably with chamfering of edges to be
connected.
The thickness at the joint is to be at least 15% higher
than the usual thickness.
.4
February 2002
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HSC Chapter 3
(c) Changes of thickness for a single-skin laminate are to be

made as gradually as possible and over a width which
is, in general, not to be less than thirty times the difference in thickness, as shown in Figure C3.8.5.
(c) Figure C3.8.8 to Figure C3.8.11 give examples of deckside shell connections.
Figure C3.8.8
Deck
Figure C3.8.5
d > 30 t
(d) The connection between a single-skin laminate and a

sandwich laminate is to be carried out as gradually as
possible over a width which is, in general, not to be less
than three times the thickness of the sandwich core, as
shown in Figure C3.8.6.
Hull
Figure C3.8.6
Figure C3.8.9
ta
Deck
d > 3 ta
.2
Deck-side shell connection
(a) This connection is to be designed both for the bending

stress shown on Figure C3.8.7, caused by vertical loads
on deck and horizontal loads of seawater, and for the
shear stress caused by the longitudinal bending.
Hull
Figure C3.8.7
Figure C3.8.10
Local loads

Deck
Local
loads
(b) In general, the connection is to avoid possible loosening

due to local bending, and ensure longitudinal continuity. Its thickness is to be sufficient to keep shear stresses
acceptable.
98
Fender
Bureau Veritas
Hull
February 2002
HSC Chapter 3
.4
Figure C3.8.11
(a) Passages of metal elements through the hull, especially

at the level of the rudder stock, shaft brackets, shaft-line,
etc., are to be strongly built, in particular when subjected to alternating loads.
Hull
Deck
Passage through hull
Fender
(b) Passages through hull should be reinforced by means of

a plate and a counterplate connected to each other.
.5
Passage through watertight bulkhead
The continuous omega or rectangle stiffeners at a passage

through a watertight bulkhead are to be watertight in way of
the bulkhead.
.6
.3
Openings in deck
Bulkhead-hull connection
(a) In some cases, this connection is needed to distribute

the local load due to the bulkhead over a sufficient
length of hull. Figure C3.8.12 and Figure C3.8.13 give
possible solutions. The scantlings of corner joints are
determined according to the loads acting upon the
connections.
(b) The builder is to pay special attention to connections
between bulkheads of integrated tanks and structural
members.
The corners of deck openings are to be rounded in order to

reduce local stress concentrations as much as possible, and
the thickness of the deck is to be increased to maintain the
stress at a level similar to the mean stress on the deck.
The reinforcement is to be made from a material identical to
that of the deck.
C3.8.10.4
Figure C3.8.12
.1
Stiffeners
Primary stiffeners are to ensure structural
continuity.
Bulkhead
Hull
.2
Abrupt changes in web height, flange
breadth, cross-section area of web and flange are to be
avoided.
.3
In general, at the intersection of two stiffeners of unequal sizes (longitudinal with web frame, floor,
beam or frame with stringer, girder or keelson), the smallest
stiffener (longitudinal or frame) is to be continuous, and the
connection between the elements is to be made by corner
joints according to the principles defined in C3.8.10.2.
Figure C3.8.13
.4
Figure C3.8.14 to Figure C3.8.16 give various examples of stiffeners.
Figure C3.8.14
Bulkhead
Hull
February 2002
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C3.8.10.6
Figure C3.8.15
Engine seating
.1
The engine seating is to be fitted on special
girders suitably positioned between floors, which locally
ensure sufficient strength with relation to pressure and
weight loads.
Figure C3.8.18 gives an example of possible
.2
seating.
Figure C3.8.18
Engine mounting
Figure C3.8.16
Reinforcement
Web or
rigid core
Girder
.5
Connections between stiffeners are to ensure
good structural continuity. In particular, the connection
between deck beam and frame is to be ensured by means of
a flanged bracket. However, some types of connections
without bracket may be accepted, provided that loads are
light enough. In this case, stiffeners are to be considered as
supported at their ends.
C3.8.10.5
Hull appendages
C3.9.1.
Propeller shaft brackets
C3.9.1.1
General
Pillars
Connections between metal pillars, subject

to tensile loads, and the laminate structure are to be
designed to avoid tearing between laminate and pillars.
.1
.2
Connections between metal pillars, subject
to compressive loads, and the laminate structure are to be
carried out by means of intermediate metal plates. The
welding of the pillar to the metal plate is to be carried out
before fitting of the plate on board ship.
Figure C3.8.17 gives the principle for connection between
the structure and pillars subject to compressive loads.
Figure C3.8.17
Deck
Deck stiffner
Rigid support
Metallic plate
.1
For certain ships, the propeller shafting is
extended to the propeller bearings clear of the main hull.
Propeller shafting is either enclosed in bossing or independent of the main hull and supported by shaft brackets.
C3.9.1.2
Shaft brackets
.1
The scantlings of bracket arms are to be calculated as indicated below. For high-powered ships, the
Society may require direct calculations to be carried out.
.2
Bracket arms are to be attached to deep
floors or girders of increased thickness, and the shell plating
is to be increased in thickness and suitably stiffened, at the
discretion of the Society. The thickness of the palm connecting the arms to the hull, if any, is to be not less than 0,2 dS,
where:
dS
Screwing
: Rule diameter, in mm, of the propeller shaft,

calculated with the actual mechanical
characteristics,
and it is to be connected to the hull by means of through

bolts, fitted with nut and lock nut, in way of the internal hull
structures suitably stiffened.
Welding
Metallic pillar
100
C3.9
.3
The arms of V-shaft brackets are to be perpendicular, as far as practicable.
Bureau Veritas
February 2002
HSC Chapter 3
.4
The bearing length of the shaft bracket boss,
in mm, is to be not less than 3 dS.
The thickness, in mm, of the shaft bracket

boss after boring operation is to be not less than:
tb = 0,2 dS (k1 + 0,25)
.5
where:
k1 = Rms / Rmb
Rms
Rmb
C3.9.2
Waterjets
.1
The supporting structures of waterjets are to
be able to withstand the loads thereby generated in the following conditions:
maximum ahead thrust,

maximum thrust at maximum lateral inclination,
: minimum tensile strength, in N/mm2, of the propeller shaft,

2
: minimum tensile strength, in N/mm , of the

shaft bracket boss, with appropriate metallurgical temper.
maximum reversed thrust (going astern).

Information on the above loads is to be given by the waterjet manufacturer and supported by documents.
.2
For each waterjet, following loading cases
are to be investigated:
.6
Each arm of V-shaft brackets is to have a
cross-sectional area, in mm2, not less than:
LDC 1 :
internal hydrodynamic pressure ph in the builtin nozzle
1600 + R m a
S = 87, 5 10 3 d s2o --------------------------
Rm a
LDC 2 :
horizontal longitudinal force Fx1 in normal service (ahead)
LDC 3 :
horizontal transverse force Fy and associated

moment Mz during steering operation
LDC 4 :
horizontal longitudinal force Fx2, vertical force

Fz and overturning moment M y in crash-stop
situation
where:
dso
: rule diameter, in mm, of the propeller shaft, for

a carbon steel material,
Rma
: minimum tensile strength, in N/mm2, of arms,

with appropriate metallurgical temper.
.7
Single-arm shaft brackets are to have a section modulus at ship plating level, in cm3, not less than:
30
W = -------- 10 3 l d s2o n d s o
Rm a
where:
.3
The actual location of the thrust bearing is to
be adequately considered (either located aft of the stem in
the stator bowl or inside the waterjet compartment)
The scantlings are to be checked by direct
.4
: length of the arm, in m, measured from the shell

plating to the centreline of the shaft boss,
: shaft revolutions per minute.
Moreover, the cross-sectional area of the arm at the boss is

not to be less than 60% of the cross-sectional area at shell
plating.
C3.9.1.3
.5
Table C3.9.1 indicates the loading cases to
be considered for the various components of the waterjet
system. Other loading cases could be considered for specific or new design.
Table C3.9.1
Plated bossing
Component
Where the propeller shafting is enclosed

within a plated bossing, the aft end of the bossing is to be
adequately supported.
.1
The scantlings of end supports are to be individually considered. Supports are to be designed to transmit
loads to the main structure.
.2
.3
End supports are to be connected to at least
two deep floors of increased thickness, or connected to
each other within the ship.
.4
Stiffening of the boss plating is to be individually considered. At the aft end, transverse diaphragms are
to be fitted at every frame and connected to floors of
increased scantlings. At the fore end, web frames spaced
not more than four frames apart are to be fitted.
February 2002
calculations.
LDC 1
LDC 2
X (1)
X (2)
LDC 3
LDC 4
Built-in nozzle:
- plating
- bending behaviour
Ship stem
Bolting on stem
X (3)
X (2)
X (4)
X (5)
X (5)
(1) : to be checked under lateral pressure and against fatigue

behaviour
(2) : buckling to be checked (100% of Fx transferred by builtin nozzle in case of thrust bearing aft of the stem)
(3) : ratio of My directly sustained by the built-in nozzle to be
estimated on basis of relative stiffnesses
(4) : ratio of My directly sustained by the transom structure to
be estimated on basis of relative stiffnesses
(5) : bolting calculation taking account of the actual pre-tension in bolts
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.6
The stress criteria for static analysis may be
taken as the following one, in N/mm2:
C3.10
Rudders
bending stress:
C3.10.1
General
am
150= ------------K f' m
.1
Rudders which are intended to be operated
at the maximum angle of helm only during navigation at
reduced speed are to comply with the provisions of this
article.
shear stress:
90 a m = ------------K f' m
.2
This article applies to rudders having a rectangular or trapezoidal blade contour without cutouts, of
the types shown in Figure C3.10.1 and Figure C3.10.2.
Rudders of different types is to be individually considered
by the Society.
Von Mises equivalent bending stress:

190
e q, a m = -------------K f' m
where:
K
material factor defined in C3.2
fm
2,15 for aluminium alloy structures
.3
Rudders which are intended to be operated
at the maximum angle of helm during high speed navigation are to be designed on the basis of direct calculations to
be performed by the designer. The acceptability of calculated results are to be individually considered by the Society
in each separate case.
.7
The stress criteria for fatigue analysis are to
be specified by the designer.
.8
The shell thickness in way of nozzles as well
as the shell thickness of the tunnel are to be individually
considered. In general, such thicknesses are to be not less
than 1,5 times the thickness of the adjacent bottom plating.
Figure C3.10.1
Hc
.9
General principles to be followed for such
structures subject to cyclic loadings are listed hereafter:
continuous welding
shear connections between stiffeners and transverse
frames
H2
A2
soft toe brackets

no sniped ends
no termination on plate fields
no scallops in critical areas
Figure C3.10.2
no start and stop of welding in corners or at ends of stiffeners and brackets
Hc
possibly grinding of toes of critical welds

Note: As a guidance, the following criteria may be considered:
The bending natural frequency of plates and strength members
of the hull in the area of waterjets should not be less than 2,3
times the blade frequency for structures below the design
waterline and between transom and aft engine room bulkhead.
Structural components (such as the casing of waterjet and
accessory parts and the immersed shell area) which may transfer pressure fluctuations into the ship structure have to fulfill the
requirements of the waterjet manufacturer. Especially with
regard the grids installed in the inlet duct, the hydrodynamic
design should assure an unproblematic operation with respect
to cavitation phenomenon.
H1
A1
This checking is left to the manufacturers (see paragraph 3.4)
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C3.10.2
VAV
A
k3
: maximum ahead service speed, in knots, at

maximum displacement, in still water,
factor equal to:
k3 = 0,8 for rudders outside the propeller jet
k3 = 1,15 for rudders behind a fixed propeller nozzle
k3 = 1,0 in other cases,
: total area of rudder blade, in m , bounded by

the blade external contour, including mainpiece and the part forward of the centreline of
the rudder pintles, if any,
dTF
rule diameter, in mm, of rudder stock subject to

combined torque and bending,
dT
rule diameter, in mm, of rudder stock subject to

torque only,
: shape factor, equal to:

k1 = ( + 2) / 3
CR
rudder force, in N, i.e. force acting on the rudder blade, as defined in C3.10.5,
: = h2 / AT
where h is the mean height of the rudder area,
in m. In no case is the value of to be greater
than 2. Mean height h and mean breadth b of
rudder blade are to be calculated according to
Figure C3.10.3,
QR
rudder torque, in N m, i.e. torque acting on the

rudder stock, as defined in C3.10.5.
AD
: area, in m2, of the rudder part abaft the centreline of rudder pintles,
XG
: distance, in m, from the centroid of area A to

the centreline of pintles,
k1
AT
: area, in m 2, obtained by adding, to the rudder

blade area, the area of rudder post or rudder
horn, if any, up to height h,
k2
: factor depending on rudder profile, the value of

which is given in Table C3.10.1. For high-efficiency rudders, k2 is to be equal to 1,7 for
ahead condition and 1,2 for astern condition,
Figure C3.10.3
Table C3.10.1 - Factor k2

k2
Profile type
ahead condition
astern
condition
1,10
0,80
1,10 - 1,35
0,90
1,10
0,90
NACA-00 Gttingen profiles
Hollow profiles
z
4
b
Flat side profiles
AF
C3.10.3
2
1
b
mean breadth of rudder, in m, equal to:
x2 + x3 x1
b = --------------------------2
h
.1
Rudder stocks, pintles, keys and bolts are to
be made of rolled, forged or cast C-Mn steel, in accordance
with the relevant requirements of the Rules.
.2
The material used for rudder stocks, pintles,
keys and bolts is to have a minimum yield stress ReH of not
less than 200 N/mm2.
mean height of rudder, in m, equal to:
z3 + z4 z2
h = --------------------------2
February 2002
Materials
.3
The requirements for the determination of
scantlings contained in this article apply to steels having a
minimum yield stress ReH equal to 235 N/mm 2.
Bureau Veritas
103
HSC Chapter 3
.4
In the case of steels with a yield stress ReH
other than 235 N/mm2, the values of diameters and thicknesses calculated with the formulae contained in the
following sub-articles are to be modified as indicated,
depending on the factor K1 obtained from the following
formula:
K1 =
235
----------
ReH
C3.10.5
.1
The rudder force CR, in N, is to be calculated
by the following formula:
CR = 132 A V2 k1 k2 k3
where:
: min[VAV, 2/3 (V AV + 2 L0,5)]
where:
ReH
minimum yield stress of steel employed, in

N/mm2; in no case is ReH to be greater than 450
N/mm2 or 0,7 Rm, whichever is less,
Rm
minimum ultimate tensile strength of steel

employed, in N/mm2,
.2
The rudder torque Q R, in N m, is to be calculated for both ahead and astern conditions according to
the formula:
Q R = CR r
where:
: distance, in m, equal to:

r = b ( kA)
for the ahead condition, r is to be taken not less
than 0,1 b,
: mean breadth of rudder area, in m, measured in

accordance with Figure C3.10.3,
for ahead condition: = 0,33
for astern condition: = 0,66
for ReH > 235 N/mm2: y = 0,75

for ReH 235 N/mm 2: y = 1,0
.5
In general, significant reductions in rudder
stock diameter for the application of steels with ReH > 235
N/mm 2 may be accepted by the Society, subject to the
results of a calculation to check rudder stock deformation.
Determination of the force acting on the

rudder blade and the torque acting on
the rudder stock
k A = AF / A
Significant rudder stock deformations are to
be avoided so as not to create excessive edge pressures in
way of bearings.
.6
Welded parts of rudders are to be made of

rolled hull steels of a type approved by the Society.
AF being the area, in m 2, of the rudder blade portion afore

the centreline of rudder pintles (see Figure C3.10.3).
C3.10.6
Rudder stock
C3.10.6.1
Rudder stock subject to torque
.7
C3.10.4
Arrangement
.1
Effective means are to be provided to support
the weight of the rudder without excessive bearing pressure
(e.g. by means of a rudder carrier attached to the upper part
of the rudder stock). The hull structure in way of the rudder
carrier is to be suitably strengthened.
.2
Suitable arrangements are to be made to prevent the rudder from accidental lifting.
.3
In addition, structural rudder stops of suitable strength are to be provided, except where the steering
gear is provided with its own rudder stopping devices.
.4
In rudder trunks which are open to the sea, a
seal or stuffing box is to be fitted above the deepest load
waterline, to prevent water from entering the steering gear
compartment and lubricant being washed away from the
rudder carrier.
If the top of the rudder trunk is below the deepest waterline,

two separate seals or stuffing boxes are to be provided.
104
.1
Rudder stocks subject to torque are to have
scantlings such that the torsional stress, in N/mm2, does not
exceed the following value:
T ALL = 68/K1
.2
The rudder stock diameter is therefore to be
not less than dT, in mm, calculated by the following
formula:
dT = 4,2 (QR K1)1/3
C3.10.6.2
Rudder stock subject to combined

torque and bending
.1
Rudder stocks subject to combined torque
and bending are to have scantlings such that their equivalent stress e, in N/mm2, does not exceed the value
determined by the formula:
e ALL = 118 / K1
e is given by the formula:
.2
e =
B + 3 T
2
where:
Bureau Veritas
February 2002
HSC Chapter 3
: bending stress component, in N/mm 2, given by

the formula:
Table C3.10.2 - Coefficients a1 and u
10, 2 M
B = --------------------- 10 3
3
d TF
: torsional stress component, in N/mm2, given by

5, 1 QR
- 10 3
T = -------------------3
d TF
.3
The rudder stock diameter, in mm, is therefore to be not less than the value dTF, in mm, calculated
according to the formula:
4 M 2 1/6
d TF = d T 1 + --- -------
3 Q R
where:
M
: bending moment, in N m, which may be

expressed as:
M = 0,866 (CR / A) H
a1
a1
1,00
0,98
0,96
0,94
0,92
0,90
0,88
0,86
0,84
0,82
0,80
0,78
0,76
0,2490
0,2370
0,2294
0,2256
0,2242
0,2248
0,2270
0,2303
0,2348
0,2402
0,2464
0,2534
0,2610
1,000
1,000
1,000
1,000
1,000
1,000
1,000
1,017
1,064
1,109
1,151
1,191
1,229
0,74
0,72
0,70
0,68
0,66
0,64
0,62
0,60
0,58
0,56
0,54
0,52
0,50
0,2694
0,2784
0,2881
0,2984
0,3094
0,3212
0,3336
0,3468
0,3608
0,3757
0,3915
0,4084
0,4264
1,266
1,302
1,336
1,370
1,403
1,435
1,467
1,499
1,531
1,563
1,596
1,629
1,662
.4
The Society may accept bending moments,
shear forces and support reaction forces determined by a
direct calculation to be performed with reference to the
static schemes and loading conditions set out in Figure
C3.10.4 and Figure C3.10.5.
For the rudder in Figure C3.10.4, the load per unit length
PR, in kN/m, is given by:
3
10
P R = C R ----------
for spade rudders (see Figure C3.10.1):
l 10
H = A2 (HC + H2 / 2)
for rudders with 2 bearings (with solepiece)

(see Figure C3.10.2):
H = A1 a1 u H1
A1, A2, HC, H1 and H 2 are shown in Figure C3.10.1 and Figure C3.10.2.
The values of the coefficients a1 and u are given in Table
C3.10.2 as a function of the ratio c, where:
c = H1 / (HC + H1)
For the rudder in Figure C3.10.5, the maximum bending

moment MB, in N m, and support forces B3 and B2, in N,
may be determined by the formulae:
l 10 ( 2 C1 + C 2 )
M B = C R l 20 + ------------------------------------
3 ( C1 + C2 )
B3 = MB / l30
B2 = CR + B3
.5
In general, the diameter of a rudder stock
subject to torque and bending may be gradually tapered
above the upper stock bearing, so as to reach the value of d
in way of the quadrant or tiller.
Figure C3.10.4
FA2
MB
40
J40
30
J30
10
J10
PR
20
MR
J20
J50
50
February 2002
FA3
Load
Zc
Bureau Veritas
FA1
M
105
HSC Chapter 3
Figure C3.10.5
FA2
MB
30
J30
20
J20
FA3
C2
J10
10
PR
C1
M
Load
C3.10.7
.4
Vertical webs with spacing greater than
twice that of horizontal webs are not acceptable.
Rudder plating
.1
Double-plating rudders consist of a welded
plating box, stiffened by horizontal and vertical webs,
which may or may not incorporate the mainpiece.
.2
The generic horizontal cross-section of the
rudder plating is to be such that stress components, in
N/mm 2, do not exceed the following values:
normal bending stress:

Fl = 110 / K1
shear stress:
= 50 / K1
equivalent stress:
2
2
120
F I + 3 = ---------K1
e =
.3
The thickness of each rudder plate panel is to
be not less than tF, in mm, calculated by the following
formula:
C R 10 4
- + 2, 5 K 1
t F = 5, 5 s d + -------------------
where:
d
=
draught at summer load waterline, in m,
1, 1 0, 5
s
--- b L
which need not be greater than 1,

with:
s
minor side of the plating panel, in m,
bL
major side of the plating panel, in m.
106
.5
Web thickness is to be at least 70% of that
required for rudder plating, and in no case is it to be less
than 8 mm, except for the upper and lower webs. The thickness of any of these webs is to be uniform and not less than
that of the web panel having the greatest thickness tF as calculated with the above formula. In any case the thickness is
not required to be increased by more than 20% compared
with normal webs.
.6
When the design of the rudder does not
incorporate a mainpiece, this is to be replaced by two vertical webs closely spaced and in general not less than 1,5
times the thickness of normal webs. In rudders with an area
A smaller than 5 m2, one vertical web may be accepted,
provided its thickness is in general at least twice that of normal webs. As a rule, the increased thickness of such webs
need not exceed 30 mm, unless otherwise required in special cases to be individually considered by the Society.
The thickness of the side plating between the two vertical

webs replacing the mainpiece, or in way of the single web,
is to be increased by at least 20%.
.7
The welded connections of blade plating to
vertical and horizontal webs are to comply with the
requirements of C3.2.
Where internal access to the rudder is not practicable, connections are to be made by slots on a supporting flat welded
to the webs, to be cut on one side of the rudder only, in
accordance with C3.2.
.8
Rudder nose plates are to have a thickness
not less than 1,25 tF. In general this thickness need not
exceed 22 mm, unless otherwise required in special cases
to be individually considered by the Society.
Bureau Veritas
February 2002
HSC Chapter 3
C3.10.8
Rudder pintles
.1
Rudder pintles are to have a diameter not
less than the value dA, in mm, calculated by the formula:
dA = 0,35 (FA K1)1/2

where:
FA
.7
Where direct calculation is used to obtain
the rudder stock stress components, the value FA is also to
be derived from the same calculation.
Otherwise, FA is to be calculated from the following
formula:
C
F A = -----R- A G
A
: force, in N, acting on the pintle, calculated as

specified in C3.10.8.7.
.2
Provision is to be made for a suitable locking
device to prevent the accidental loosening of pintles.
where:
CR
force, in N, acting on the rudder blade, determined as specified in C3.10.5,
AG
part of the rudder blade area A, in m2, supported by the pintle. AG is to be not lower than:
.3
The pintle housings are in general to be
tapered with the taper ranging:
H C + 0, 5 H 1
A G = A --------------------------------HC + H1
from 1:12 to 1:8 for pintles with non-hydraulic assembly and disassembly arrangements,
from 1:20 to 1:12 for pintles with hydraulic assembly
and disassembly arrangements.
The housing height is to be not less than the pintle diameter
dA.
The maximum value of the pressure acting
on the gudgeons, in N/mm 2, calculated by the formula:
.4
FA
p F = --------------dA hA
is not to exceed the values given in Table C3.10.3, where

hA is the length of contact between pintle and housing,
taken to be not greater than 1,2 dA.
Values in excess of those given In Table C3.10.3 may be
accepted by the Society on the basis of specific tests.
C3.10.9
Rudder couplings
C3.10.9.1
Horizontal flange couplings
.1
Horizontal flange couplings are to be connected by a number nB of fitted bolts not fewer than 6, and
the diameter of which, in mm, is not less than dB given by
the formula:
K 1B
d 13
- --------------d B = 0, 62 ------K 1A
nB eM
.2
The thickness of the coupling flange is to be
not less than the value tp, in mm, calculated by the following formula:
K1 P
-------K 1B
tp = dB
Table C3.10.3
Lignum vitae
2,5
In any case tp 0,9 dB,

with dB calculated for a number of bolts not exceeding 8.
The symbols used above have the following meaning:
White metal, oil lubricated
4,5
d1
Synthetic material with hardness

between 60 and 70 Shore D (1)
5,5
Steel, bronze and hot-pressed bronzegraphite materials (2)
7,0
Bearing material
qa (N/mm2)
(1) Indentation hardness test at 23C and with 50% moisture

to be performed according to a recognised standard. Type of
synthetic bearing materials to be approved by the Society.
(2) Stainless and wear-resistant steel in combination with
stock liner approved by the Society.
.5
The thickness of the pintle housing in the
gudgeon is to be not less than 0,25 dA.
The manufacturing tolerances, in mm, on the

diameter of metal supports are to be less than:
dA / 1000 + 1,0
In the case of non-metal supports, tolerances are to be evaluated carefully on the basis of the thermal and distortion
properties of the materials employed; the tolerance on the
support diameter is in no case to be less than 1,5 mm.
.6
February 2002
rule diameter dT or dTF, in mm, of the rudder

stock, in compliance with the requirements in
C3.10.6,
K1B, K1A, K1P: coefficients depending on the high-strength

steel used for bolts, rudder stock and coupling
flange, respectively, whose values are defined
in C3.10.3,
eM
mean distance, in mm, of the bolt axes from the

longitudinal axis through the coupling centre.
.3
The distance from the bolt axes to the external edge of the coupling flange is generally to be not less
than 1,2 dB.
.4
A suitable locking device is to be provided to
prevent accidental loosening of nuts.
.5
Non-fitted bolts may be used provided that,
in way of the mating plane of the coupling flanges, a key is
fitted with a section of 0,25 dTx 0,10 dT and keyways in
both the coupling flanges, and provided that at least two of
the coupling bolts are fitted bolts.
Bureau Veritas
107
HSC Chapter 3
C3.10.9.2
Vertical flange couplings
Figure C3.10.6
d1
.1
Vertical flange couplings are to be connected
by a number nB of fitted bolts not fewer than 8, and the
diameter of which, in mm, is not less than dB given by the
formula:
tS
K 1B
d B = 0, 81 d 1 -----------------n B K 1A
d0
d1, K1B and K1A being defined in C3.10.9.1.2 above.
tN
.2
The first moment of area of the sectional area
of bolts about the vertical axis through the centre of the
coupling is to be not less than the value Ms, in cm3,
obtained by the formula:
dG
dN
Ms = 0,43 d13 106

.3
The thickness of the coupling flange is generally to be not less than dB.
.4
The distance of the bolt axes from the external edge of the coupling flange is generally to be not less
than 1,2 dB.
.5
A suitable locking device is to be provided to
prevent the accidental loosening of nuts.
C3.10.9.3
Cone couplings
Cone couplings of the shape shown in Figure

C3.10.6 (with explanations of symbols in (a) and (b) below)
are to be secured by a slugging/hydraulic nut, as the case
may be, provided with an efficient locking device, and with
the following dimensions:
.1
(a) Cone couplings with hydraulic arrangements for assembling and disassembling the coupling:
Taper: 1/20 (1 d0) / tS 1/12
tS 1,5 d1
tN 0,60 dG
dN 1,2 d0 and, in any case, dN 1,2 dG
A washer is to be fitted between the nut and the rudder
gudgeon not less than 0,13 dG in thickness, and with
an outer diameter not less than 1,3 d0 or 1,6 dG,
whichever is greater.
(b) Cone couplings without hydraulic arrangements for
assembling and disassembling the coupling:
tS 1,5 d1
dG 0,65 d1
tN 0,60 dG
dN 1,2 d0 and, in any case, dN 1,2 dG.
108
.3
In cone couplings of type (b) above, a key is
to be fitted with a cross-section 0,025 dT2 and keyways in
both the tapered part and the rudder gudgeon.
In cone couplings of type (a) above, the key may be omitted. In this case, the designer is to provide the Society with
shrinkage calculations supplying all data necessary for the
appropriate check.
.4
All necessary instructions for hydraulic
assembly and disassembly of the nut, including indications
of the values of all relevant parameters, are to be available
on board.
C3.10.10
Single plate rudders
.1
The mainpiece diameter is to be calculated
according to C3.10.4.2.
.2
The mainpiece diameter is to be not less than
the stock diameter. For spade rudders, the lower third may
taper down to 0,75 times the stock diameter.
dG 0,65 d1
Taper: 1/12 (1 d0) / tS 1/8
.2
The dimensions of the locking nut, in both (a)
and (b) above, are given purely for guidance, the determination of adequate scantlings being left to the responsibility of
the designer.
.3
The blade thickness tB, in mm, is to be not
less than:
tB = (1,5 s VAV + 2,5) K11/2
where:
: spacing of stiffening arms, in m, in no case to be

more than 1 m.
.4
The thickness of the arms is to be not less
than the blade thickness; the section modulus, in cm3, of
the generic cross-section is to be not less than:
ZA = 0,5 s C12 VAV2 K1
where:
C1
Bureau Veritas
: horizontal distance, in m, from the aft edge of

the rudder to the cross-section.
February 2002
HSC Chapter 3
C3.11
Stabilisation means
structure of the stabilisation devices: foils, trim, tabs

or interceptors
C3.11.1
General
ship structure supporting the stabilisation devices
Two different situations are to be considered

for the purpose of Chapter 3, depending on the main function of the stabilisation system:
.1
Only power activated items such as foils, trims, tabs or

interceptors are assessed. The following parts are
reviewed:
Situation 1: The stabilisation system is associated with the

safe operation of the craft as described in
16.1.1. In that case, the system is covered by
the present Rules.
Situation 2: The stabilisation system is only a motion reduction or a ride control system. In such a
situation, the system is not covered by the
present Rules.
C3.11.2
Classification process
For situation 1, the structural design assessment process in scope of classification is given hereafter:
.1
the following structural parts are reviewed, on basis of

design loads and safety criteria indicated by the
supplier:
February 2002
hydraulic system used for activation of stabilisation

system
associated electrical devices
.2
For situation 2, the structural design assessment process in scope of classification is given hereafter:
only the ship strength in way of stabilisation devices is

assessed. Ship structure supporting these devices is
reviewed, on basis of design loads and safety criteria
indicated by the supplier:
Only possible interferences between hydraulic installation and the safety of the craft are of concern. The
applicable regulations depend on the location of the
hydraulic power pack. The working principles are not
checked. However, the hydraulic system documentation is to be submitted.
Bureau Veritas
109
HSC Chapter 3
APPENDIX C3A1
C3A1.1
SPECIAL REQUIREMENTS FOR SCANTLINGS OF

HYDROFOIL HULL STRUCTURES
Foreword
tests on models, followed, if necessary, by exhaustive sea

trials before entry into service.
.1
The requirements of this Appendix apply to
hydrofoils, i.e. craft which can sail both at high speed, with
the hull emerging from the water surface, supported by the
hydrodynamic lift of a system of connected underwater foil
planes (foils), and as conventional floating craft during
manoeuvring operations or in emergency conditions.
Where not expressly specified, the symbols

used here are those already defined in this Chapter.
: Rule length, in m (see C3.1),
La
: longitudinal distance, in m, between mid bow

foil and mid after foil, measured parallel to L,
Lft
: overall length, in m,
: moulded breadth, in m (see C3.1),
Ba
: greatest foil breadth, in m,
: depth, in m (see C3.1),
Da
: greatest depth, in m, measured vertically from

the lower side of the more deeply submerged
foil to the corresponding top of the deck beam,
at the side of the main deck,
: draught, in m (see C3.1),
Ta
: greatest draught, in m, of the more deeply submerged foil, measured vertically with craft at
rest,
Ta
: greatest draught, in m, of the more deeply submerged foil, measured vertically with full load
craft on sailing trim on foils,
fm
.2
.3
This Appendix generally covers hydrofoils
with a length L 35 m and fitted with two foils, a bow and
an after foil, and a screw propeller, having a maximum sailing speed on foils of 40 knots, and intended for the carriage
of passengers and, if applicable, of cargo.
.4
Hydrofoils with characteristics other than
those above, or which are not designed in accordance with
these Rules, are to be individually considered.
C3A1.2
General
.1
The hull is to be designed with the aim of
achieving safe navigation of the hydrofoil, both when
emerging on foils and when floating under the different displacement, trim and stability conditions, in still water and
in sea waves, which are expected in service.
The designer is to establish, by calculations and, if necessary, tank tests on models, hull shapes, weights and their
distribution, the position, shape and type of foils and the
thrust of the propulsion system in order to ensure suitable
structural strength of the hull and safe transverse and longitudinal stability of the hydrofoil, with particular reference to
transient conditions of lifting from water, alighting on water
and turning.
C3A1.3
fm
2,15 for aluminium alloy structures.
.2
Hydrofoils covered by this Appendix generally have hard chine hulls as well as bottoms presenting a
significant deadrise, bow foil within 1/3 L of the bow and
after foil within 1/3 L of the stern.
Foils may be of the partially submerged Vee (narrow or
wide) self-stabilizing type, or of the completely submerged,
horizontal non-self-stabilizing type fitted with automatic
stabilizing devices; foils may be of the fixed or lifting type.
C3A1.4
.3
In the case of hydrofoils with general characteristics substantially different from those above or having
special arrangements, the Society reserves the right to
require appropriate additional calculations as well as tank
(b) structure of foils and relevant hull connection stiffeners

as well as quality of materials employed, with specification of intended heat treatments and non-destructive
tests;
110
.1
In addition to the plans and information
listed in C3.0, the following calculations, specifications and
plans (in triplicate) are to be submitted to the Society for
approval, together with the following information:
(a) outer shell expansion, including stiffeners in way of

foils, rudder, stern tubes and propeller shaft brackets;
Bureau Veritas
February 2002
HSC Chapter 3
(c) calculations and diagrams relevant to the longitudinal

strength of the hull;
(d) calculation of foil structure strength, including the specification of the loading conditions considered and
restraints assumed.
.2
Any other documents, calculations and plans
deemed useful by the Society for the purpose of classification are also to be submitted.
C3A1.5
C3A1.5.1
General
(a) Floating hydrofoil

Hydrofoil floating in still water,
(b) Emerging hydrofoil on foils
(1) Emerging hydrofoil supported by its foils and considered on its sailing trim in still water without any
additional motion, taking account, in the acting
forces diagram, of the vertical components (lift) of
hydrodynamic forces on the foils,
(2) Hydrofoil in the conditions specified in (1) but in sea
waves, taking account of pitching, rolling and heaving motions, and of consequent acceleration and
forces of inertia.
.2
The calculation of the hull cross-section
modulus is to include the shells and associated stiffeners
which, due to their longitudinal continuity, effectively contribute to longitudinal strength.
.3
As regards the acceleration values and wave
characteristics to be assumed in the calculations, they are to
include the severest sea conditions expected for the hydrofoil in service, according to the provisions in C3.3.
Allowable stresses
Rule values of midship section modulus
Section modulus calculation
.1
The maximum allowable bending stresses
at deck and bottom and shear stress at sides are generally
not to exceed the values given in Table C3A1.1.
Table C3A1.1 - Maximum allowable stresses

Hydrofoil under
conditions
specified in:
at bottom
(N/mm2)
at deck
(N/mm2)
at sides
(N/mm2)
C3A1.5.1.1 (a)
C3A1.5.1.1 (b) (1)
45 / (K fm)
45 / (K fm)
40 / (K fm)
C3A1.5.1.1 (b) (2)
85 / (K fm)
85 / (K fm)
70 / (K fm)
February 2002
.2
Attention is to be paid to scantling distribution for structures contributing to the longitudinal strength
of the different hull zones, so as to avoid structural discontinuities, which would give rise to peaks in the diagrams of
moments of inertia and of section moduli, with consequent
abrupt variations in stresses. The structures constituting the
hull are also to comply with the requirements for local hull
strength, set out below.
.3
For hydrofoils with length L 35m, the Rule
midship section moduli at bottom Zb and at deck Zd, in cm3,
are given by the formula:
Zb = Zd = (6,3 La 60) 103
.1
The longitudinal strength of the hull is to be
calculated for at least the two conditions specified below,
adopting the more severe of the resulting scantlings.
C3A1.5.2
In general, maximum stresses occur at about 0,5 La, and

maximum stresses in way of the bow foil.
.4
The section modulus is, in any case, to be
such as to comply with the allowable stresses given in Table
C3A1.1.
.5
The section moduli of the cross-sections Wb
at bottom and Wd at deck are conventionally obtained by
dividing the moment of inertia of the cross-section under
consideration by the vertical distance between the horizontal neutral axis and the base line, and by the distance
between this axis and the top of the deck beam, at the side,
of the strength deck, respectively.
.6
To calculate the moment of inertia of the
above cross-sections, the net cross-section of continuous
elements contributing to longitudinal strength, and therefore reduced for openings, manholes and other holes which
are not completely compensated, is to be taken into
account; in the case of riveted structures, in contrast, rivet
holes in shells and bars are not required to be deducted
from the strength cross-section.
C3A1.6
Local strength
C3A1.6.1
General
.1
Hull structure dimensions are to comply with
the relevant requirements of this Chapter, considering the
craft as floating, and neglecting dynamic effects due to
accelerations, impact and wave loads.
.2
The structural arrangements to be adopted in
these craft are specified below, together with minimum
scantlings to be satisfied in any case.
.3
The scantlings of the outer shell, decks and
relevant stiffeners contributing to local hull strength are to
comply with the requirements of this Appendix. They are to
be increased, if necessary, depending on the longitudinal
strength as required in C3A1.5.
.4
The spacing of secondary stiffeners is, in general, not to exceed 300 mm, at least in way of foils, the
machinery space and forward of the bow foil.
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HSC Chapter 3
.5
Primary transverse frames, consisting of
floors, side transverses and deck transverses, are to be fitted
both where the structure of ordinary stiffeners is of the transverse type and where it is of the longitudinal type.
In the first case, the frames give support to bottom girders,

side stringers and deck girders, which in turn, support the
ordinary shell stiffeners, i.e., floors, webs and beams,
respectively; in the second case they support the longitudinals directly.
Structures different from the above are to be individually
considered in each case.
.3
The thickness tsh of the sheerstrake, for the
whole hull length, is to be at least equal to that of the corresponding side.
.4
Where, on the sheerstrake, side ports or side
scuttles or other large openings are fitted, the thickness is to
be increased such as to compensate these openings.
.5
The thickness tsh is also to be increased in
way of end bulkheads of any castles, or, in any case, in way
of steps in the strength deck.
.6
In way of foils, the side thickness is to be
suitably increased and is, in no case, to be less than, in mm:
C3A1.6.2
Bottom shell plating
5 fm K
.1
The thickness tb, in mm, of the bottom shell,
in the area from the bow foil to the stern, is in no case to be
less than:
3 fm K
C3A1.6.4
Deck and flat plating
.1
The thickness td, in mm, of the deck plating is
to be not less than:
3 fm K
.2
The thickness tk of the keel strake is to be, in
general, at least equal to 1,2 times the thickness adopted for
the bottom and in no case less than 4 mm.
.3
The bottom thickness tbf in the area forward
of the bow foil is to be at least 1,2 tb, provided that the takeoff speed of the hydrofoil is not greater than approximately
20 knots and the maximum sailing speed on foils is not
greater than approximately 40 knots. For greater speeds, the
thickness tbf is to be individually considered in each case,
depending on the results of calculations and, if necessary,
experiments to be performed by the designer, to assess the
hydrodynamic force on the shell due to water in the takeoff
stage and the wave action on the shell in the sailing condition on foils at maximum service speed.
.4
Takeoff speed is intended as the minimum
speed necessary to lift the hull on foils in still water.
.5
In way of foils, the bottom thickness is to be
increased appropriately and in no case is it to be less than,
in mm:
5 fm K
C3A1.6.3
Side shell plating
The thickness ts, in mm, of the side shell is to

be not less than:
3 fm K
.2
The thickness ts, in mm, from 0,1 L aft the
bow foil to 0,1 L forward of such foil is to be not less than:
112
.3
The thickness, in mm, of decks below the
strength deck, generally consisting of flats, is to be not less
than:
if the tween deck is intended for accommodation or

similar:
2 fm K
if the deck forms a tank bottom or tank top:

2, 5 f m K
C3A1.6.5
Bottom structure
.1
For the bottom, longitudinal framing extending through the whole length is generally required, except
for extreme stern and extreme bow areas, where the framing
is generally transverse.
.2
In way of the bow foil and after foil, ordinary
floors of suitable scantlings, to be individually considered in
each case, are to be fitted. In way of the fore foil, the floor
spacing is generally to be one half the frame spacing.
.1
5 fm K
.2
The thickness tst of the stringer plate of the
strength deck is to be at least equal to that adopted for the
sheerstrake or for the remaining deck plating, whichever is
greater.
.3
In the machinery space, at least two girders
on each side are to be fitted, at least one of which is to be
fitted in way of one of the engine seating girders.
.4
In the area forward of the bow foil, at least
one girder on each side is to be fitted. The height, in general, is to be at least equal to that of the bottom transverses,
and preferably located in the same plane as a deck girder, if
fitted. The girder thickness is to be not less than, in mm:
3 fm K
Bureau Veritas
February 2002
HSC Chapter 3
.5
At the bow foil and after foil, the number and
scantlings of the floors are to be individually considered in
each case, depending on the type of structure proposed. In
any case, two floors belonging to complete transverse rings
(side and deck transverses) are to be fitted, and located one
forward and the other aft of the hull penetrations of the bow
foil bearing arm.
Intermediate floors in this area are to be positioned,

between those usually fitted at each frame spacing, and all
such bottom transverses are to have a section modulus of at
least 1,25 times that required for the area aft of the engine
room.
In the area forward of the bow foil, the floors
are generally to have a section modulus of at least 1,8 times
that required for the area aft of the engine room and a spacing not greater than four web spacings. In the usual case of
bottoms presenting forward a deadrise angle greater than
approximately 25, the floors are to have a horizontal upper
edge and a height of at least 0,2 D in the centreline.
.6
.7
In the case the takeoff and sailing speed of
the hydrofoil are greater than those specified in C3A1.6.2.3,
the scantlings of the forward floors are to be individually
considered in each case.
.6
In way of the bow and after foils and in the
case of side transverses supporting deck bracket-transverses,
the provisions of C3A1.6.5.5 to C3A1.6.5.7 apply.
.7
In the area forward of the bow foil, the side
transverses are preferably to have an h/S ratio of at least 0,2.
As regards the case of high hydrofoil speeds, the provisions
of C3A1.6.5.5 to C3A1.6.5.7 are to be complied with.
C3A1.6.7
Deck structure
.1
Strength deck stiffeners may be of the transverse type where constituted by beams supported by girders
which are in turn supported by deck transverses belonging
to the primary transverse rings, which may or may not be
associated with pillars; such stiffeners are of the longitudinal type where they consist of longitudinals supported by
the deck transverses.
The latter structure is recommended where L > 20 m.

.2
Stiffeners of decks below the strength deck
and stiffeners of flats intended for passenger accommodation or forming the top of the machinery space are to have a
section modulus not less than, in cm3:
4 fm K
C3A1.6.6
Side structure
.1
This structure may be of the transverse type,
i.e. consisting of ordinary webs, supported by stringers (or
flats) and side transverses belonging to the primary transverse rings, or, for hydrofoils with length L greater than
approximately 20 m, of the longitudinal type, i.e. consisting
of longitudinals supported by side transverses belonging to
these rings.
.2
Continuity of the longitudinals is to be
ensured, considering their contribution to the longitudinal
strength of the hull.
.3
Side transverses are to be fitted for the purpose of supporting the longitudinals, and side stringers (or
flats), to be individually considered in each case, are to be
fitted in way of and forward of the machinery space.
.4
In way of foils, scantlings are to be individually considered in each case.
The section modulus of the side transverses

forward of the bow foil is to be individually considered in
each case: in any event, two side transverses are to be fitted
in way of the floors located forward and aft of the hull penetrations of the bow foil bearing arm, for which in general:
.5
h / S 0,25
where h is the web height and S is the conventional span of
the side transverse.
February 2002
.3
Where the deck or flat forms the top of a tank
for liquids, the provisions of C3.7 or C3.8 are to be complied with.
.4
The scantlings of stiffeners fitted on account
of special structural requirements, for example in way of
foils, are to be individually considered in each case.
.5
Deck transverses are to be fitted in way of
side transverses, so as to constitute members of complete
transverse rings.
.6
They may instead be of the bracket type in
the general case of hydrofoils for which L is less than
approximately 15 m, and fitted with long deck openings; in
such case, deck transverses, continuous from side to side,
are to be fitted at least immediately aft and forward of the
machinery space and forward of the bow foil. An intermediate flat, between bottom and deck, is to be fitted at least in
the area aft of the machinery space.
.7
The scantlings of deck transverses in way of
foils and the scantlings of panting deck transverses fitted in
the fore peak, at approximately mid-depth between bottom
and deck, are to be individually considered in each case.
.8
Owing to their span (roughly 0,3 to 0,5 m),
deck transverses of the bracket type are generally composed
of wide brackets connected to the web frame and the side
stringer of the deck opening. The scantlings of such deck
transverses are to be individually considered in each case.
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113
HSC Chapter 3
C3A1.6.8
Watertight bulkheads
.1
For the hydrofoils considered in this Appendix, four watertight subdivision bulkheads are generally
required to be fitted as follows:
watertight collision bulkhead, located not less than

0,05 L from the forward perpendicular and, in general,
not more than 0,08 L from the same perpendicular,
fore and after watertight bulkhead of the machinery
space,
after watertight bulkhead, located, in general, about
0,05 L from the aft perpendicular, but in no case more
than 0,08 L from the same perpendicular.
In the case of hydrofoils intended for the carriage of passengers, the watertight subdivision bulkheads
are also to satisfy the relevant requirements of Chapter 2.
.2
C3A1.7
Foils
C3A1.7.1
General
.1
The type, shape and location of foils is to be
determined by the designer based upon the general design
provisions specified in C3A1.2, taking account of the fact
that the essential function of foils is to support the hull,
emerging at a sufficient height above the water surface so as
to allow sailing even in waves, while ensuring the stability
of the hydrofoil at the same time.
hydrodynamic resistance of the bow foil and after foil

and associated lift,
thrust of propellers.
.6
For the equilibrium, the algebraic sum of the
acting forces and relevant moments with respect to the
hydrofoils centre of gravity is obviously to be equal to zero.
.7
In addition, the hydrofoil is to be considered
during its turning manoeuvres. This means that water thrust
on the rudder, whose action gives rise to variations in the
hydrodynamic resistance and in the lift distribution on foils,
as well as the forces generated by balancing flaps, are to be
added to the forces above.
.8
Moreover, taking into account the most
severe dynamic conditions expected for the hydrofoil in
service, the above forces and, in addition, forces of inertia
generated by rolling, pitching and heaving, including those
during takeoff from the water and alighting on the water, are
to be considered in the designers calculations.
The characteristics of such motions, i.e. oscillation amplitude and period, and the consequent acceleration from
which the forces of inertia originate, are to be considered
individually by the Society in each case, based upon the
experience already gained, if the hydrofoil under consideration is similar to previous ones which have given good
results in service, or, otherwise, upon the results of exhaustive tank tests on models, as well as sea trials on the
hydrofoil itself, before entry into service.
C3A1.7.2
Foil strength calculations
After determining these characteristics, the strength calculations for foils and relevant hull supporting connections are
to be performed.
.1
In the case of V-type or W-type foils, each is
usually connected, by quasi-vertical or vertical arms, to a
horizontal member, fitted transversely with respect to the
hull, and supported by special hull structures.
.2
In the case of hydrofoils with foil types other
than those considered below, the Society reserves the right,
after examining the calculations, to require special checks
and tests, as specified in C3A1.2.
The foils and arms may therefore in such cases be considered, overall, as a system consisting of beams and joints
supported by the hull structures.
The foil profile and shape are to comply with

the provisions of the present article and, even when sailing
in waves, to avoid cavitation phenomena dangerous for the
stability of the hydrofoil.
.3
.4
Calculation of the forces acting on the hydrofoil may be performed by considering the craft in sailing
condition on foils in still water.
.5
.3
Strength calculations are therefore to take
account of the nature of the restraints from the hull on the
reticular system and acting forces, in the loading conditions
specified above, as well as of the mechanical properties of
the materials employed, which are generally high-strength
welding steels.
The following acting forces are assumed:
hydrofoil weight, at least in the two conditions of full

load and without passengers,
114
.2
The forces acting on the foils consist of
hydrodynamic resistance and lift, as well as the reactions of
the structures mentioned above which balance such forces.
.4
In particular, diagrams of bending moments
and axial and shear forces acting on the foils are to be plotted and the stresses deriving from them are to be calculated.
Bureau Veritas
February 2002
HSC Chapter 3
C3A1.7.3
In particular, the number of slot-welded joints on plating is

to be minimised.
Foil construction
.1
The foil joints are generally constituted of
forged or cast steel, or are obtained from plate, while the
beams are to be made of fabricated plating, and connections are to be welded.
Since, due to the shape and dimensions of

the foil profile, the foils themselves are not internally accessible, and therefore back-welding of all welded joints is not
possible, the constructional plan is to specify special types
of edge preparation, welding sequence and performance, to
ensure the absence of defects and minimise internal stresses
due to shrinkage at welds.
.2
February 2002
.3
Materials are to be tested by the Society, and
electrodes and welding processes are to be recognised as
suitable in accordance with the Rules.
.4
Butt-joints are to be subjected to radiographic examination and, if inaccessible from one side, to
magnetic particle or dye-penetrant examination.
.5
Depending on the quality of the material
adopted and on welding processes, the Society reserves the
right to require thermal stress-relieving in the furnace after
welding.
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HSC Chapter 3
APPENDIX C3A2
SPECIAL REQUIREMENTS FOR SCANTLINGS OF

AIR-CUSHION VEHICLE HULL STRUCTURES
Foreword
C3A2.1
The requirements of this Appendix apply to

flexible skirt hovercraft, i.e. air-cushion vehicles with a
downwardly-extending flexible structure used to contain or
divide the air cushion.
This type of air-cushion vehicle is amphibious.
.1
: draught, in m, (see C3.1),
: depth, in m, (see C3.1).
The structure is divided into several substructures depending on the type of supported loads (overall forces, local
forces, concentrated loads, etc.) and design methods.
C3A2.2.2
Unless otherwise specified, the symbols used

here are those already defined in C3.1.
Main structure
.2
C3A2.2
General
C3A2.2.1
.1
.2
Besides its resistance to overall forces, this
structure is to be capable of supporting certain local forces
exerted by local loads, or loads distributed in areas of limited dimensions.
Weight and masses
Light weight: the weight of the craft without cargo, fuel,

lubricating oil and water in tanks, without consumable stores, passengers, crews or personal
effects.
Light mass:
the mass of the craft under the same

conditions.
Maximum operational weight: the overall weight at which

the craft is permitted to operate under normal
conditions.
Maximum operational mass: the mass of the craft under the
same conditions.
.2
Dimensions
The main dimensions of an hovercraft are determined for

the following situations:
under maximum load,

afloat.
116
It generally includes:
.3
platform above the air-cushion with its primary and secondary, transverse, longitudinal and diagonal stiffeners,
watertight compartments giving buoyancy,
decks, floors, bulkheads as well as side walls, superstructure and deckhouse shell plating rigidly connected
to the platform and for buoyancy compartments.
C3A2.2.3
Secondary structures
.1
The secondary structure completes the main
structure by contributing to the safety and the protection of
the craft against bad weather and wave impacts.
They are designed to support only local stresses.
.2
These secondary structures comprise all
members not rigidly connected to the main structure such
as certain platforms, internal or external bulkheads and
walls or access doors.
stationary,
.1
The main structure comprises all structural
members which contribute to overall strength, i.e. members
which support the overall longitudinal and transverse bending forces as well as overall torsional forces resulting from
asymmetrical loads (e.g. craft in flying or floating situation
on diagonal wave).
length, in m, equal to the length of the rigid hull

measured on the waterline at draught T, and
not to be less than 95% of the air cushion longitudinal connection,
breadth, in m, equal to the broadest part of the
rigid hull measured on the waterline at draught
T. B is not to be less than 95% of the air cushion transverse connection,
C3A2.2.4
Additional structures
.1
Additional structures cover all arrangements
attached to the main structure and taking a prominent part
in the crafts operation and safety.
They generally create concentrated stresses in the main
structure, and possibly, secondary structures.
Bureau Veritas
February 2002
HSC Chapter 3
.2
These structures mainly comprise:
C3A2.3.3
Drawings for approval
skirt connections to the structure,

seatings and foundations for propelling unit, ventilating
plants and associated auxiliaries,
supporting brackets for steering and trim control apparatus, which can be aerial or submerged,
.1
In addition to the plans listed in Table
C3.0.1, the following drawings are to be submitted to the
Society for approval:
bottoms and walls limiting air cushion,
onshore or offshore anchoring and mooring as well as

towing arrangements,
side shell and side walls,
landing and ground support arrangements for amphibious air-cushion vehicles,
seatings, foundations, supporting brackets and air pipes

of lifting plant,
wheelhouse, if not integrated in the structure.
skegs, rudders and control systems,
air-cushion lining and subdivision arrangements,
landing, ground supporting and mooring arrangements,

if any, including handling equipment,
C3A2.3
C3A2.3.1
Documents submitted for information
details of all types of assembling arrangements and

scantlings of connections,
hoisting and handling equipment, if any, used on board.
.1
The designer is to provide a general arrangement drawing showing the general structural layout,
intended use of different spaces and tanks, and location of
propelling, lifting and operating installations.
In addition to the information stipulated in

C3.0, weight balances are to be provided for the following
cases:
.2
.2
This is not an exhaustive list; other drawings
may be required.
C3A2.4
Scantlings criteria
C3A2.4.1
General
light weight air-cushion vehicle,

air-cushion vehicle at operating full load.
.3
In addition, for air-cushion vehicles carrying
cargo, weight balances are to be submitted for all intermediate loading cases considered by the designer and
indicated in the operating manual.
.1
Each constituent part of the structure is to be
designed to withstand a combination of loads which constitute the scantling criteria, without sustaining damage or
distortions likely to affect the good working order of the aircushion vehicle.
Each loading case is to be indicated with the

relevant position of the main masses.
.2
These criteria are determined on the basis of
the crafts characteristics, its performances, and operational
restrictions dictated by the intended type of service.
C3A2.3.2
C3A2.4.2
.4
Justification of scantlings
.1
Scantlings are to be justified by calculation
notes indicating relevant loads, calculation methods and
computation results.
.2
When computer calculations are carried out,
the software is to be indicated, and indications are to be
communicated with regard to structure description, boundary conditions and the way loads are introduced.
The results of these calculations are to be submitted to the
Society.
.3
Justification can be based on recognised
experimental results: recorded for similar structures and
corrected, if required, to allow for minor variations of certain parameters, the effects of which have been suitably
evaluated.
In that case, tested structures, test conditions, methods and
results, as well as variations in the parameters and their
effects on the structure in question, are to be clearly
defined.
February 2002
.1
Types of stresses
General stresses
General stresses result from the overall forces applied to the

structure in order to maintain the air-cushion vehicle in balance in a given situation.
These loads are, on the one hand, loads due to masses
(forces of inertia) and, on the other hand, external loads created by environmental conditions, as defined in C3A2.4.3.
General stresses induce distortions and overall stresses in
the main structure.
.2
Local stresses
Local stresses are created by masses which are directly supported by internal forces and external loads applied locally.
They modify the stress values resulting from general stresses
for a specific component of the main structure.
They are used as a basis for the scantlings of the components of secondary and additional structures.
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C3A2.4.3
.1
Calculation of external loads

Air-cushion vehicle flying on waves
: mass of the air-cushion vehicle, in kg,
: acceleration of gravity, equal to 9,81 m/s2,
: wave length, in m.
(d) The rigid structure can be subjected to direct wave

impact under the following circumstances:
with:
Kx
: coefficient depending on position x of spot

of the impact and determined according to
Figure C3A2.1,
Kj
: reduction factor depending on the type of

cushion and defined in (b),
Vv
: vertical speed of impact, in m/s, as defined

in (c),
: maximum speed of air-cushion vehicle, in

m/s, for the wave height H considered. The
relation between V and H is to be provided
by the designer as a function of the vertical
acceleration in the centre of gravity (see
also C3.3.1 and C3.3.4),
craft in flying situation under worst intended

conditions,
plough-in of cushion system,
craft afloat, at rest or not.

The basic value of the maximum impact pressure,
referred to as local pressure (governing scantlings of a
secondary stiffener or shell on a frame space), in kN/m2,
can be evaluated by the formula:
ploc = 2,4 Kx Kf Vv V
where:
Kx Kj Vv V
C = ------------------------------------------1 3
2 2/3
M ( 1 + rG )
rG
: wave height, in m,
Values of A and H are defined in C3A2.4.3.2 below.
(a) An air-cushion vehicle operating on rough seas, passing

over a wave, is subjected to an overall force of impact,
due to a combination of pressure variation and impact
of green seas, whose basic value can be expressed by
the formula:
F=CMg
where:
M
Kx
: coefficient depending on position x of spot

of the impact and determined according to
Figure C3A2.2,
Kf
: coefficient depending on the shape of bottoms, defined in (f),
Vv and V: values defined in (a) above.

Figure C3A2.2 Coefficient Kx
K
: distance from spot of impact to centre of

gravity, divided by the radius of gyration.
Figure C3A2.1 Coefficient Kx

K
0,778L
(e) The average pressure, in N/m2, corresponding to the

local pressure (distributed pressure determining scantlings of main stiffeners) is given by the formula:
pmoy = 1,06 Kx Kf Vv V
1,5
(f) Kf is determined by means of model tests and has to be

confirmed by prototype tests. In the absence of the necessary data, Kf is considered to be equal to 1.
.2
0
L/2
(b) In the absence of more accurate information, Kj is considered to be 0,7 for flexible skirt air-cushion vehicles.
For side-wall craft, Kj can be determined only by model
tests and is to be confirmed by prototype tests.
(a) The wave considered for scantling calculations of flexible skirt craft afloat is a sinusoidal wave of height H and
length A, in metres, and confirming the following
equations:
for A 41,50 m:
H = A / 10
for A > 41,50 m:
(c) The speed Vv is given by the formula:

g
V v = 0, 6 + H ----------2A
300 A 3 / 2
H = 6, 51 0, 57 --------------------
100
where:
118
Air-cushion vehicles afloat
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February 2002
HSC Chapter 3
(b) The value H is defined by the designer on the basis of

the limit operating conditions indicated in the Enclosure
of the Class Certificate and on the midship section
drawing (see C3.3.1 and C3.3.4).
The worst conditions are generally encountered when A
is approximately equal to:
L for head wave,
B for beam wave.
.3
.4
Other meteorological conditions
(a) Besides the loads mentioned in C3A2.4.3.1 to

C3A2.4.3.3, and according to the navigation area, loads
resulting from the accumulation of snow and ice on certain parts such as roofs, side walls, steering and
propelling installations, are to be accounted for, if
applicable.
(b) Generally, for air-cushion vehicles built in series, the
most severe conditions are to be considered depending
on various intended navigation areas.
Wind effects
(a) Two cases are to be considered, depending on whether

the craft is at rest or in operation.
(b) When the craft is moored to the ground or afloat, each
component of the entire structure has to be able to withstand the pressure and/or vacuum forces produced by a
steady wind, blowing horizontally, depending on the
worst direction for each component considered, at a
speed of 70 knots.
C3A2.4.4
.1
Calculation of internal loads

Loads on flooring (decks)
(a) Normal static loads on various floorings are to be indicated in the builders technical specifications.
More severe conditions may be required for air-cushion

craft intended to operate in particularly exposed areas.
(b) Scantlings of floorings in compartments intended for

carriage of passengers are calculated on the basis of
0,75 kN per passenger.
Less severe conditions can be accepted for small or

medium-size craft which can easily be wind-screened.
However, this value may be reduced to 0,60 kN if it can

be justified.
(c) During navigation under the worst intended conditions,

it is to be checked that each constituent part of the aircushion vehicle is capable of withstanding the pressure
and vacuum forces produced by gusts increasing the
true wind speed by at least 30% of its nominal value
(mean value observed during 10 minutes).
(c) For guidance, the following values can be adopted for

flooring scantlings, depending on use:
flooring of passenger compartment: even load of

2,50 kN/m2 (or loads indicated in (b) with no more
than 4 passengers per square metre),
This horizontal component is to obtain the most unfavourable direction for the particular constituent part.
flooring of luggage compartments: density 150

kg/m 3 (load evenly distributed),
These forces are, if applicable, to be considered

together with the forces in C3A2.4.3.1 and C3A2.4.3.2
above.
flooring supporting miscellaneous cargoes: density

700 kg/m 3 (load evenly distributed),
flooring supporting cars: 3,0 kN per wheel (load

locally distributed on the surface on tyre tracks),
flooring supporting commercial vehicles: 65,0 kN

per wheel.
(d) If no other indications are available, the dynamic pressures, exerted by the wind on a vertical element, can be
estimated by means of the following formulae, in
kN/m2, depending on the altitude above sea level of the
element and wind speed vw, in knots:
These preceding loads are nominal static loads.
between 0 and 5 m above the sea level:
(d) When the air-cushion vehicle is afloat on waves, and a

flooring is exposed to green seas, its strength is also to
be checked with regard to hydrostatic pressure, according to the parameters defined in C3A2.4.3.2.
q1 = 1,50 10 3 vw2
at 10 m or more:
q2 = 0,16 10 3 vw2
Between 5 m and 10 m, there is a linear variation of q

between the two preceding values.
Note: These pressure variations depending on altitude take
account of the degree of seawater saturation of the sea-air.
Other corrections are to be made to these values to account
for the type of forces (pressure or vacuum), the lines of the
air-cushion vehicle, etc. These corrections are to be justified by the designer.
February 2002
.2
Loads due to propelling and steering

installations
(a) These loads are applied to the structure through the connections of foundations, seatings, gantries, etc.
supporting the propelling engine, the lifting installation,
their auxiliaries as well as steering gear such as rudders
and skegs.
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HSC Chapter 3
(b) For propelling and lifting plants, loads are calculated on

the basis of the most critical situations to be expected
(e.g. breakdowns, sudden changes in engine speed,
reverse propeller pitch).
(c) For steering arrangements, loads are either contractual
loads (power rudders) or loads actually encountered.
The latter can be deduced from calculations or tests.
The basic contractual loads applied by the pilot on the
controls are as follows:
C3A2.5.2
Accelerations under normal service

conditions
.1
For the calculation of local forces, including
those resulting from liquid loads, acceleration can be at
least any of the values between the following limits:
from 0,7 g upwards to 0,8 g downwards in addition with

gravity,
from 0,5 g afterwards to 1,0 g forwards,

from 0,5 g on one side to 0,5 g on the other side.
0,46 kN on a control stick or control wheel ahead or

reverse gear,
0,28 kN on a control stick - laterally,
.2
The preceding values apply to air-cushion
vehicles for open sea or restricted open sea service.
0,185 kN on a control wheel - tangential action,
0,60 kN on pedals or levers.
.3
Reductions may be allowed for craft for
moderate environment or smooth sea service (see
C3.3.1).
(d) See also C3A2.7.8.

.3
C3A2.5.3
Loads due to tests
(a) Tests are to be carried out to check the tightness of integrated buoyancy compartments, fuel tanks and various
liquid tanks.
Scantlings are to be such that no permanent distortion
will remain after tests at the pressures indicated in (b)
and (c) below (verification at yield stress).
(b) Buoyancy compartments are generally tested with compressed air at a pressure of not more than 0,2 bar
(pressure is controlled by means of a U-shape standpipe), after application of sealing material, if required.
(c) Fuel tanks and liquid tanks are tested with water at a
pressure equal to a stand-pipe of 2,40 m above the
uppermost point of the compartment.
Fuel and liquid tanks are also to be able, without breaking, to withstand the forces produced by the movement
of liquids in case of collision as mentioned in C3A2.7.8.
C3A2.5
C3A2.5.1
The values to be taken into account are:
.2
from 3 g upwards to 4 g downwards,
from 0 g to 6 g forwards,
from 0 g to 3 g afterwards,
from 0 g to 3 g sideways.
C3A2.5.4
Application procedure
.1
For certain calculations, a combination of
accelerations in several directions needs to be considered,
but the final acceleration value is not to exceed:
1 g for horizontal accelerations in normal service,
6 g for accelerations in the event of collision.
.2
The directions mentioned in C3A2.5.2,
C3A2.5.3 and C3A2.5.4 refer to inertia forces which tend to
displace each mass in relation to the entire air-cushion
vehicle.
General
.2
These coefficients depend on actual movements of air-cushion vehicle, speed, acceleration, turning,
etc. and on movements imposed on the craft due to external
factors such as wave, wave impact or gusts of wind.
Load factors are estimated on the basis of

various accelerations for which reference values are specified in C3A2.5.2 and C3A2.5.3 below.
120
.1
The relevant authorities require certain
installations and connections to be capable of withstanding
the forces resulting from such more severe accelerations
than the preceding in C3A2.5.2.
Load factors
.1
Load factors are increasing coefficients used
to determine, on the basis of nominal static loads, the
dynamic forces supported by the structure, referred to as
basic loads.
.3
Accelerations in the event of collision
.3
The vertical and transverse accelerations
indicated in C3A2.5.2 can, if necessary, be modified in
agreement with the Society, at the designers request, provided that a complete file is submitted with sufficient
experimental justifications.
These values can also vary depending for which part the
scantlings are to be calculated and its location in relation to
the crafts centre of gravity.
.4
In certain specific cases, the load factor can
be considered as equal to 1, for example when the forces
applied are constant or vary slowly (jacking operations, traversing operations at low speed, etc.).
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February 2002
HSC Chapter 3
.5
The basic loads due to dynamic forces are
loads which easily occur in service under the worst
intended conditions.
They are deducted from nominal static loads by means of

the appropriate load factors.
.2
The basic load corresponds to the worst
intended conditions. The maximum load corresponds to the
critical design conditions.
C3A2.6.3
Numerical values
.1
Values of strength limits and safety coefficients are determined by the designer in agreement with the
Society.
C3A2.6
Strength limits and safety

coefficients
C3A2.6.1
General
.2
Strength limits may vary depending on the
importance of the part for which scantlings are to be calculated, and the type of loads applied.
Strength limits
In general, strength limits may not exceed 1,5.
.1
(a) Strength limits are increasing factors applied to basic

loads, to account for exceptional overloads incurred by
the structure under critical foreseen conditions.
(b) Strength limits also help to provide for part of the doubt
inherent in calculation theories or methods.
(c) Basic loads multiplied by strength limits give the maximum loads that the structure has to withstand without
incurring permanent distortions.
.2
.3
In general, the safety coefficients are considered as equal to 1,5.
However, the accelerations indicated in C3A2.5.3, in the

event of collisions, are the most extreme values, so that the
resulting loads are also extreme loads (safety coefficient
equal to 1).
Higher values may, nevertheless, be required (recommended value: 2) for parts subject to extremely
concentrated forces such as hoisting, trucking, towing and
anchoring points.
Safety coefficients
(a) Safety coefficients take into account:
uncertainties inherent in certain assumptions,
more or less accurate calculation methods,
flaws and allowances accepted for materials and

assembling procedures,
residual manufacturing stresses,
variations, in time, in the characteristics of certain

materials,
strength reductions due to corrosion or scoring

caused by the surrounding environment.
(b) Maximum loads multiplied by relevant safety coefficients define the most extreme loads that the structure is
to be capable of withstanding without breaking or collapsing, while incurring possible permanent distortions.
C3A2.6.2
Summary table
.1
Table C3A2.1 summarises the methods for
load calculations.
Table C3A2.1 - Load calculation methods
C3A2.7
Cases of scantlings
C3A2.7.1
General
.1
Loads to be applied to the structure are
determined by considering the air-cushion vehicle in the situations outlined in C3A2.7.1.2 and C3A2.7.1.3.
.2
Situations corresponding to normal service
under specific limit conditions determine general structure
scantlings.
.3
Exceptional situations are taken into account
only to determine scantlings of parts which are directly
involved, and their connections to the structures.
.4
Depending on the scantling case, the resulting loads are either basic loads or maximum loads (extreme
loads in collision situations).
C3A2.7.2
.1
Flying situation
The different flying situations are:
on still water,
1 - Nominal static load x Load factor
= basic load
on head waves,
2 - Basic load x Strength limit
= maximum load
on abeam waves,
3 - Maximum load x Safety coefficient
= extreme load
on diagonal waves.
February 2002
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HSC Chapter 3
.2
The transient stages, involving a changeover
from one of the preceding elementary situations to another,
are also to be considered.
The flying situation on still water is, in particular, to make it
possible to determine the forces generated by operations
under the most severe conditions, as a result of:
.3
This case determines local forces applied to
landing-gear connecting points.
It can also determine certain general forces, in particular for
torsion resulting from asymmetrical landing supports.
C3A2.7.5
Hoisting
speed,
accelerations or decelerations,
.1
This case affects the scantlings of hoisting
points and their connections to the structure (distribution of
concentrated forces).
lifting height,
turning and yawing characteristics,
trim and heeling variations.
.3
The envelope of maximum forces is obtained
by considering all loading cases defined on the operating
manual, as well as maximum speeds authorised, depending
on various wave heights up to the maximum design height.
.4
local forces produced by wave impacts, gusts of wind,

propelling machinery, skirt connections, etc.
.1
.3
The maximum authorized mass for hoisting
is to be determined by the designer and indicated in the
maintenance manual.
The different cases above determine:
general forces of overall longitudinal and transverse

bending, as well as overall tension and corresponding
shear forces,
C3A2.7.3
.2
It also to be checked that this case does not
generate general bending or torsional forces (asymmetrical
hoisting) leading to stresses that exceed allowable values.
C3A2.7.6
Trucking
.1
This case determines the scantlings of the
trucking contact pieces and their attachments to the structure (local forces).
.2
The verification required in C3A2.7.5 is also
to be carried out.
Floating situation
The different floating situations to be consid-
ered are:
on still water,
.3
The maximum authorized mass for trucking
is to be determined by the designer and indicated in the
maintenance manual.
on head waves,
C3A2.7.7
on abeam waves,
on diagonal waves (line of wave crests almost parallel to
one of the crafts diagonals).
.2
All loading cases defined in the operating
manual are to be considered, as for flying situations.
.3
The speed to be considered is either the maximum self-propelling speed, if this possibility exists, or else
the maximum towing speed.
The above cases determine both general and

corresponding local forces.
.4
C3A2.7.4
Landing
.1
These situations determine the concentrated
forces applied to points of ground or quay anchoring and
mooring, together with towage.
.2
They can also affect the scantlings of some
parts of the structure subjected to aerodynamic forces, and
loads, if any, due to accumulated snow and/or ice (see
C3A2.4.3.3 and C3A2.4.3.4).
.3
The maximum authorized forces to be
applied at the preceding points are equal to the respective
breaking loads of anchor, mooring and towing cable lines.
C3A2.7.8
.1
This refers to amphibious air-cushion vehicles normally parking on land.
.2
The worst landing case is defined by the following parameters:
Anchoring - Mooring - Towage
Collisions
.1
It is to be checked that certain parts of the
structure, equipment and components are capable of withstanding the exceptional dynamic forces resulting from a
collision.
maximum lifting height,
These verifications comprise, without being
.2
highest possible descending speed,
confined, to:
worst mass, trim, heeling and horizontal speed conditions (e.g. asymmetrical landing supports, gusts of
wind).
scantlings of engine foundations, seatings and gantries

of propelling installation,
structure at connecting points of these parts,
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February 2002
HSC Chapter 3
cargo and luggage lashing points,
.2
vehicle wedging and securing points,

securing arrangements of passenger seats,
fuel and lube oil tanks, integrated or not (motions of
liquids).
The forces are deduced from the accelerations mentioned in C3A2.5.3. They correspond to extreme
loads.
.3
C3A2.8
Allowable stresses
C3A2.8.1
General
(a) If the total stress resulting from the appropriate combination of elementary stresses at any point is a
compressive force, it may not, under any circumstances,
exceed the collapse limit (general buckling) at this
point.
(b) The collapse limit is to be determined, if required, on
the basis of reduced elasticity modulus values of materials (corrected accordingly to the corresponding
Poissons ratio).
The moments of inertia are, themselves, to be reduced,
to take into account only the equivalent width of
plates (width capable of bearing the general buckling
rate without local buckling).
C3A2.8.3
.1
The maximum allowable stresses for a specific material or construction are deduced from the
minimum corresponding mechanical properties, determined through tests.
The strength of the various parts of the structure and associated connections is checked by means of
static strength calculations, according to yield stress, tensile
strength or buckling, whichever is the most severe.
.2
Computer calculations are to satisfy the indications in C3A2.3.2.

.3
.2
The total stress resulting from the appropriate
combination of elementary stresses at any point may not be
more that the least of the following values:
minimum conventional yield stress of the material or

construction,
minimum breaking load of the material or construction
divided by 1,5.
C3A2.8.4
Suitable combinations are to be operated at each point. In

particular, stresses due to both general and local forces are
to be considered.
loads.
.5
Resulting stress values are to be corrected to
Verification based on maximum loads
.1
Application of maximum loads to the structure allows corresponding elementary stresses at each point
of a structural part or a construction to be calculated.
The various stresses in a structural part are

calculated on the basis of the different cases of scantlings
defined in C3A2.7.
.4
Bucking
.1
Verification based on basic loads

No systematic verification is made for basic
.2
However, since these loads are supported by
the structure in normal service, they can be used to check
the fatigue strength of certain components or constructions.
account for:
stress concentration around cutouts and discontinuities
in plates and stiffeners,
C3A2.9
Distortions
local deterioration of mechanical properties around

connections (e.g. welded or glued joints).
C3A2.9.1
Distortions under maximum loads
C3A2.8.2
.1
.1
No permanent distortions are to remain after
application of maximum loads.
Verifications based on extreme loads

Breaking
(a) Application of extreme loads to the structure allows

maximum elementary stresses at each point of a structural part or a construction to be calculated.
(b) If the total stress resulting from the appropriate combination of elementary stresses at any point is a pulling
force, it may not, under any circumstances, exceed the
minimum breaking load at this point.
February 2002
.2
Each structural component is to be so
designed that the distortions sustained can in no way affect
the good working order of the other components of the aircushion vehicle.
C3A2.9.2
Distortions under extreme loads
.1
Permanent distortions under extreme loads
may be accepted, provided that neither the crafts safety nor
proper operation of its main components is affected.
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HSC Chapter 4
CHAPTER 4
C4.0
ACCOMMODATION AND ESCAPE MEASURES
The following plans and documents are to be submitted at

least in triplicate, for approval. The Society reserves its right
to ask for supplementary copies, if deemed necessary in
particular cases.
.1
Windows, arrangements and details.
.2
Plan showing the arrangement of means of
communication.
.3
Calculation of the collision load and relevant
arrangement of the accommodation spaces (containing the
indication of seat characteristics, arrangement and installation, the characteristics of the safety belts).
.4
Plans showing the means of escape and the
means of access to the various craft spaces.
.5
Evacuation procedure and evacuation time
calculation.
Further documentation may be required if deemed necessary by the Society.
4.1
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.
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.
4.2
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.
4.1.2
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.
Note: 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)).
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.
4.2.3
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.
4.1.4
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.
124
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.
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February 2002
HSC Chapter 4
Design acceleration levels
4.3
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.
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), 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 (MCL)2/3 (ECH)1/3
P2 = 9000MCL (CHD)1/2
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:
where the kinetic energy of the craft at speed Vimp is:

E = 0.5Vimp2
where the main particulars of the craft are:
L
: craft length as defined in chapter 1 (m)
: 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
: 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).
C4.3.4
For sandwich structures, the hull material
factor M is taken equal to 0,8.
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.
( 165 + L ) L 0, 4
C L = ------------------------ ------
80
245
where the height factor CH = (80 L) / 45 but not greater

than 0.75 or less than 0.3,
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.
Table 4.3.3 - Design acceleration as multiples of g
Types of craft Direction
All HSC except amphibious ACVs
Amphibious ACVs
gcoll
After direction
2 or gcoll if less
Transverse direction
2 or gcoll if less
Vertical direction
2 or gcoll if less
Forward direction
Note:
gcoll
February 2002
collision design acceleration expressed as a multiple of the acceleration due to gravity (9.806 m/s2)
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HSC Chapter 4
Accommodation design
4.4
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 AmfV, but never less than 0.04 A,
where:
Abow
: the plan projected area of craft energy absorbing structure forward of the transverse plane
(m2)
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
(see note)
Design level 1: gcoll less than 3
1
Seat/seat belts
1.1
Low or high seatback
1.2
No restrictions on seating direction
: total plan projected area of craft (m2)
1.3
Sofas allowed
: material factor = 0.95/M
1.4
No seat belts requirement
: 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.
Tables in general allowed
Padding of projecting objects
Kiosks, bars, etc., no special restrictions
Baggage, no special requirements
Large masses, restrainment and positioning
: framing factor as follows:

-
longitudinal deck and shell stiffening = 0.8
mixed longitudinal and transverse = 0.9
transverse deck and shell stiffening = 1.0
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
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.
Tables with protective features allowed. Dynamic testing
Padding of projecting objects
Kiosks, bars, etc., on aft side of bulkheads, or other

specially approved arrangements
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.
Baggage placed with protection forward
Large masses, restrainment and positioning
: operational speed (m/s).
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.
Note: Other arrangements may be employed if an equivalent level of

safety is achieved.
Figure 4.4.1 Plan view of two different craft styles
Total = Abow
Abow
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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 be 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
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.
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
February 2002
inside the craft. For the same reason, easy, safe and quick
access from the operating compartment to the public
spaces shall be provided.
4.7.9
Sufficient space for a crew member shall be
provided adjacent to exits for ensuring the rapid evacuation
of passengers.
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127
HSC Chapter 4
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.
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) / 3 (min)
where:
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.
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 (see note). The evacuation
procedures shall include:
.1
master;
.2
contact with base port;
.3
the donning of lifejackets;
.4
stations;
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.
manning of survival craft and emergency
.5
the shutting down of machinery and oil fuel
supply lines;
.6
4.7.14
Adequate notices shall be provided to direct
passengers to exits.
the emergency announcement made by the
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
supervision;
the orderly evacuation of passengers under
.11
the craft;
crew checking that all passengers have left
.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.
Note: Refer to the Guidelines to be developed by the Organization.
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
128
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.
Bureau Veritas
February 2002
HSC Chapter 4
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
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.
4.8.8
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
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
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.
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.
February 2002
Baggage, stores, shops and

cargo 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.
Bureau Veritas
129
HSC Chapter 4
4.10
Noise levels
where this height would interfere with the normal operation

of the craft, a lesser height may be approved.
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
130
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.
Bureau Veritas
February 2002
HSC Chapter 5
CHAPTER 5
C5.0
DIRECTIONAL CONTROL SYSTEMS
C5.0.1
to be submitted in triplicate for approval. The Society
reserves the right to ask for supplementary copies if deemed
necessary in particular cases.
.1
Assembly and general drawings of all directional control systems;
.2
Diagrams
of
hydraulic
and
C5.1.5
Steering devices are to be installed so as to
be accessible at all times and to be able to be maintained
without difficulty.
electric
equipment;
.3
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.
Detail drawings of all load-transmitting
components.
C5.0.2
The drawings and other documents must
contain all data necessary for verifying scantlings and
power calculations as well as material specifications.
C5.0.3
C5.1.6
Steering devices are to be mounted on substantial seatings in order to transmit the force sufficiently to
the hull structure.
C5.1.7
Important load-transmitting components and
components subjected to internal pressure are to be made
of steel or other approved ductile material.
At the discretion of the Society, grey cast iron may be used
for certain components with low stress level.
C5.1.8
The pipes of hydraulic systems are to be
made of seamless or longitudinally welded steel tubes.
5.1
At the discretion of the Society, copper may be used.
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 liftsystem components or by a combination of these devices.
C5.1.2
Any other arrangement will be given special
consideration.
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.
February 2002
C5.1.9
Approved high-pressure hose assemblies
may be used for short pipe connections.
C5.1.10
Testing of materials
The materials of important load-transmitting components,

including pressurized pipes and casings, are to be tested in
the presence of the Surveyor in accordance with Society
Rules for Materials.
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.
C5.2.1
Annex 3.
Bureau Veritas
Guidance to probability levels is given in
131
HSC Chapter 5
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.
C5.2.2
power:
The actuation system is to be operated by
for passenger craft category B,
in any case where the maximum effective torque to be

applied to the directional control device exceeds 25
kNm.
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.
C5.2.3.1
The secondary means of actuating the device
is to be power-operated if the effective torque to be applied
to the directional control device by the secondary means
exceeds 40 kNm.
C5.2.3.2
A secondary means of actuating the device
need not be installed in a craft equipped with two rudders
and/or similar devices, or with two approved means for
steering, provided that each system is capable of steering
the craft with the other system out of operation.
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.
132
C5.2.8
The average rate of turning of the main actuation system in general is to be not less than 2.3 degrees per
second. It may be reduced with the consent of the Society,
if hazard to the stability of the craft can occur.
C5.2.9
The average rate of turning of the secondary
actuation system is to be not less than 0,5 degrees per
second.
C5.2.10
Steering devices are to be provided with suitable mechanical stopping arrangements at the maximum
design steering device angle.
C5.2.11
Power-operated directional control systems
are to be provided with power cut-off arrangements which
stop the steering device before the mechanical stoppers are
reached. These arrangements are to be synchronized with
the steering device itself and not with the control system.
C5.2.12
Steering devices are to be able to be locked
in any required position for maintenance purposes.
C5.2.13
Power-operated directional control systems
are to be provided with an overload protection device. This
device is to be secured to prevent later adjustment by unauthorized persons. Means are to be provided for checking
the setting while in service.
C5.2.14
The pipes of hydraulically operated control
systems are to be installed in such a way as to ensure maximum protection while remaining readily accessible. They
are to be installed at a sufficient distance from the craft
shell.
C5.2.15
Hydraulic power supply and piping for steering is not to be used for other purposes.
At the discretion of the Society, exemptions may be permitted tor water jets, azimuth thrusters and similar units.
C5.2.16
In the event of loss of hydraulic oil, it is to be
possible to isolate the damaged system in such a way that
the second control system remains fully serviceable.
C5.2.17
Tanks forming part of a hydraulic control system are to be fitted with oil level indicators.
C5.2.18
A low-level alarm is to be provided at the
craft's operating position.
C5.2.19
Filters for cleaning the fluid are to be located
in the piping system.
Bureau Veritas
February 2002
HSC Chapter 5
C5.2.20
In power-operated hydraulic main steering
control systems, an additional permanently installed storage
tank is to be provided with the capacity to refill at least one
of the control systems, including the service tank.
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.
C5.3.3
Each power unit is to be subjected to a type
test in the manufacturer's workshop according to a programme accepted by the Society. During the test, no
overheating, excessive vibration or other irregularities are to
occur. After the test the power unit is to be dismantled and
inspected.
C5.3.4
Pressure vessels including cylinders and
pipes are to be subjected to a pressure test. The test pressure
is to be 1,5 times the maximum working pressure.
Tightness tests are to be conducted on components for
which this is appropriate.
February 2002
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.
C5.4.4
Adequate indication which other operating
position is in service is to be provided at the operating
station.
C5.4.5
Controls are to be independent of one
another, and so designed that the control system device
cannot move unintentionally.
Bureau Veritas
133
HSC Chapter 6
CHAPTER 6
C6.0
ANCHORING, TOWING AND BERTHING
A detailed drawing, showing all the elements necessary for

the evaluation of the equipment number of the craft, is to be
submitted together with the calculations of the EN number.
The anchoring equipment to be fitted on the concerned
craft is to be specified.
Windlass, brake and chain stopper are subject to approval
by the Society; the relevant documentation is to be
submitted.
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.
C6.1.4
Only anchoring equipment is considered for
the purpose of classification. The design of all the out-fittings used for mooring operation and their connection to
the deck is out of scope of classification.
6.2
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.
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 anchorrecovery equipment to ensure that persons using the equip-
134
ment 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.
6.4
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.
Bureau Veritas
February 2002
HSC Chapter 6
C6.5
Equipment
C6.5.1
General
.7
For small craft with a length L 25 m, some
partial exemption from the Rules may be accepted especially for what concerns anchor operation; in particular,
where proper and safe anchor operation is assured, handoperated machinery and/or absence of hawse pipe may be
accepted.
.1
The anchoring equipment required in C6.5.2
is intended for temporary occasional mooring of a craft
within a harbour or sheltered area when the craft is awaiting berth, tide, etc.
.2
The equipment is therefore not designed to
hold a craft off fully exposed coasts in rough weather or to
stop a craft which is moving or drifting. In this condition the
loads on the anchoring equipment increase to such a
degree that its components may be damaged or lost owing
to the high energy forces generated, particularly in large
craft.
.3
For crafts where frequent anchoring in open
sea is expected, the owner's and shipyard's attention is
drawn to the fact that anchoring equipment shall be provided in excess of the requirements of these Rules.
C6.5.2
Equipment number
C6.5.2.1
General
.1
Each craft is to be provided with anchors and
relevant stud link chain cables according to its equipment
number EN, as stipulated in Table C6.5.1.
.2
When two bow anchors are fitted, the mass
of each anchor, the diameter and the length of each chain
cable are to comply with the requirements of the abovementioned Table.
C6.5.2.2
The equipment number EN is to be calculated as follows:

EN =
For crafts with an Equipment Number greater

than 600, two anchors and two relevant chain cables are
required. For such ships engaged in a regular service, the
second anchor and its relevant chain cable may be hold
readily available in one of the home ports.
Monohull craft
23
+2 aB+
.4
The anchoring equipment required in C6.5.2

is designed to hold a ship in good holding ground in conditions such as to avoid dragging of the anchor. In poor
holding ground, the holding power of the anchors will be
significantly reduced.
.5
The Equipment Numeral (EN) formula for

anchoring equipment, as stipulated in C6.5.2, is based on
an assumed current speed of 2,5 m/s, wind speed of 25 m/s
and a scope of chain cable between 6 and 10, the scope
being the ratio between length of chain paid out and water
depth.
.6
( b h sin ) + 0, 1 A
i
where:
Maximum displacement, in t
Distance, in m, from summer load waterline

amidships to the upper deck at side
hi
Height, in m, on the centreline of each tier of

deck houses having an actual breadth bigreater
than B/4, where B is the breadth, in m, as
defined in C3.1.4 of Chapter 3
Angle of inclination aft of each front bulkhead,

as shown on Figure C6.5.1
Area, in m2, in profile view of the hull, superstructures and deck houses above the summer
load waterline, which is within the rule length
of the craft defined in C3.1.4 of Chapter 3 and
with a breadth greater than B/4.
In the measurement of hi, sheer and trim are to be ignored.
Figure C6.5.1
i
1,5 m
1,5 m
Bulwark
a
Summer load waterline
FE
AE
February 2002
Bureau Veritas
135
HSC Chapter 6
If a deck house broader than B/4 is placed on top of another

deck house equal to or less than B/4 in breadth, only the
widest is to be considered and the narrowest may be
ignored.
Windscreens or bulwarks more than 1,5 m in height above
the deck at side are to be regarded as parts of superstructures and houses when determining hi and A. The height of
hatch coamings may be ignored in the evaluation of hi and
A.
In the calculation of A, when a bulwark is more than 1,5 m
in height, the cross hatched area of Figure C6.5.1 is to be
considered.
C6.5.2.3
for craft with non-identical hulls, but of an even number

(N = 2 n):
n
1 3
Km = 2
+2 aB+
( b h sin ) S
i
+ 0, 1 A
for catamarans: Km = 1,26
for trimarans: Km = 1,44
for quadrimarans: Km = 1,59
B o, T o
: Breadth and draught, in m, of the mid full hull

(if any), measured amidship (see Figure C6.5.2)
Bi, Ti
: Breadth and draught, in m, of the lateral hulls,

measured amidship (see Figure C6.5.2)
: Total number of craft hulls
: Number of lateral hulls on one side of the longitudinal symmetry plane of the craft
: Total displacement of the craft, in t.
Other symbols are defined in C6.5.2.2.
for craft with one mid hull and 2 n non-identical lateral

hulls (N = 2 n+1):
( Bo T o )
23
+2
(B T )
n
23
i=1
Km = --------------------------------------------------------------------------2 3
Bo
To + 2
B
n
i=1
i=1
(N even)
Ti
: Transverse area, amidships, of the tunnel(s)

existing between the hulls and the waterline
where:
for craft with N identical hulls:
Km = N1/3
i.e.:
B
n
St
The equipment number is to be calculated as follows:

23
23
i=1
---------------------------------23
Multihull craft
EN = K m
(B T )
(N odd)
C6.5.3
Anchors
C6.5.3.1
Mass of anchors
.1
Table C6.5.1 indicates the mass of a high
holding power anchor (HHP) i.e. anchor having a holding
power greater than that of an ordinary anchor.
.2
Very high holding power anchors (VHHP),
i.e. anchors having a holding power equal to, at least, four
times that of an ordinary anchor, may be used.
Ti
Figure C6.5.2
B
B0
B1
0,5 St
B1
0,5 St
T1
T0
In this example: N = 3 and n = 1. In cases where N is even: Bo = To = 0
136
Bureau Veritas
February 2002
HSC Chapter 6
.3
The actual mass of each anchor may vary
within (+7, 3) per cent of the value shown in the Table.
C6.5.4
The mass of a VHHP anchor is to be not less

than 2/3 of the mass required for the HHP anchor it
replaces.
.1
Bow anchors are to be used in connection
with stud link chain cables whose scantlings and steel
grades are to be in accordance with the requirements of the
Society.
.4
.5
Normally HHP or VHHP anchors are to be
used. Possible use of ordinary anchors will be specially
considered by the Society.
C6.5.3.2
Anchor design
.1
Anchors are to have appropriate shape and
scantlings in compliance with Society requirements and are
to be constructed in compliance with Society requirements.
.2
A high or very high holding power anchor is
to be suitable for use on board without any prior adjustment
or special placement on the ground.
.3
For approval and/or acceptance as a high or
very high holding power anchor, the anchor is to have a
holding power equal, respectively, to at least twice or four
times that of an ordinary stockless anchor of the same mass.
.4
Comparative tests on ordinary stockless
anchors are to be carried out at sea and are to provide satisfactory results on various types of seabeds.
Alternatively sea trials by comparison with a previously
approved HHP anchor may be accepted as a basis for
approval.
Such tests are to be carried out on anchors whose masses
are, as far as possible, representative of the full range of
sizes proposed for the approval.
At least two anchors of different sizes are to be tested. The
mass of the greatest anchor to be approved is not to be in
excess of 10 times that of the maximum size tested and the
mass of the smallest is to be not less than 0,1 times that of
the minimum size tested.
Tests are normally to be carried out by means of a tug, but,
alternatively, shore-based tests may be accepted.
The length of the chain cable connected to the tested
anchor, having a diameter appropriate to its mass, is to be
such that the pull acting on the shank remains practically
horizontal. For this purpose a scope of chain cable equal to
10 is deemed normal; however lower values may be
accepted.
Three tests are to be carried out for each anchor and type of
ground.
The pull is to be measured by means of a dynamometer;
measurements based on the bollard pull against propeller's
revolutions per minute curve may be accepted instead of
dynamometer readings.
Anchor stability and its ease of dragging are to be noted
down, whenever possible.
.5
Upon satisfactory outcome of the above
tests, the Society will issue a certificate declaring the compliance of high or very high holding power anchors with its
relevant Rules.
February 2002
Chain cables
.2
Normally grade Q2 or grade Q3 stud link
chain cables are to be used with HHP anchors. In case of
VHHP anchors, grade Q3 chain cables are to be used.
.3
Proposal for use of grade Q1 chain cables
connected to ordinary anchors will be specially considered
by the Society.
.4
For craft with an Equipment Number
EN 205, studless short link chain cables may be used,
provided that:
(a) steel grade of the studless chain is to be equivalent to

the steel grade of the stud chains it replaces, i.e., referring to ISO standard 1834:
Class M (4) [grade 400], i.e. grade SL2 as defined in

Pt D, Ch 4, Sec 1,[3] of the Rules for the Classification of Steel Ships, in lieu of grade Q2
Class P (5) [grade 500], i.e. grade SL3 as defined in

Pt D, Ch 4, Sec 1, [3] of the Rules for the Classification of Steel Ships, in lieu of grade Q3
(b) equivalence in strength is to be based on proof load (not

on breaking load)
(c) the studless chain cable meets the requirements of the
Society.
.5
The proof loads PL and breaking loads BL, in
kN, required for the studless link chain cables are given by
the following formulae, where d, in mm, is the required
diameter of grade Q2 and grade Q3 stud chain cables taken
from Table C6.5.1:
grade Q2:
PL2 = 9,807 d2 (44 0,08 d) 103
BL2 = 2 PL2
grade Q3:
PL3 = 13,73 d2 (44 0,08 d) 103
BL3 = 2 PL3
.6
The method of manufacture of chain cables
and the characteristics of the steel used are to be approved
by the Society for each manufacturer. The material from
which chain cables are manufactured and the completed
chain cables themselves are to be tested in accordance with
the appropriate requirements.
.7
Chain cables are to be made of unit lengths
(shots) of 27,5 m minimum joined together by Dee or lugless shackles.
Bureau Veritas
137
HSC Chapter 6
C6.5.5
Steel wire ropes for anchors
.1
Steel wire ropes may be used as an alternative to stud link chain cables required in Table C6.5.1 when
EN 500, provided that the following requirements are
complied with.
.2
The length Lswr in m, of the steel wire rope is
to be not less than:
when EN 130:
Lswr = Lch
when 130 < EN 500:
Lswr = Lch (EN + 850) / 900
.4
The effective breaking load Ps, in kN, of the
synthetic fibre rope is to be not less than the following
value:
Ps = 2,2 B L8/9
where BL, in kN, is the required breaking load of the chain
cable replaced by the synthetic fibre rope (BL can be determined by the formulae given in C6.5.5.4).
.5
A short length of chain cable complying with
C6.5.5.5 is to be fitted between the synthetic fibre rope and
the bow anchor.
C6.5.7
where Lch is the length of stud link chain cable required by

Table C6.5.1.
.3
The effective breaking load of the steel wire
rope is to be not less than the required breaking load of the
chain cable it replaces.
Attachment pieces
.1
Both attachment pieces and connection fittings for chain cables are to be designed and constructed in
such a way as to offer the same strength as the chain cable
and are to be tested in accordance with the appropriate
requirements.
.4
The breaking load, in kN, of the chain cable
diameters shown between parentheses in Table C6.5.1 may
be derived from the following formulae:
C6.5.8
for grade Q2 chain cables:

BL = 13,73 d2 (44 0,08 d) 103
.1
The bow anchors, connected to their own
chain cables, are to be so stowed as to always be ready for
use.

BL = 19,61 d2 (44 0,08 d) 103
where d is, in mm, the chain cable diameter taken from
Table C6.5.1 corresponding respectively to grade Q2 and
grade Q3 chain cables.
.2
Hawse pipes are to be of a suitable size and
so arranged as to create, as far as possible, an easy lead for
the chain cables and efficient housing for the anchors.
.5
A short length of chain cable having scantlings complying with C6.5.4 is to be fitted between the steel
wire rope and the bow anchor. The length of this chain part
is to be not less than 12,50 m or the distance from the
anchor in its stowed position to the windlass, whichever is
the lesser.
C6.5.6
Synthetic fibre ropes for anchors
.1
Synthetic fibre ropes may be used as an alternative to stud link chain cables required in Table C6.5.1
when EN 130, provided that the following requirements
are complied with.
.2
Fibre ropes are to be made of polyamide or
other equivalent synthetic fibres, excluding polypropylene.
.3
The length Lsfr, in m, of the synthetic fibre
rope is to be not less than:
.3
For this purpose, chafing lips of suitable form
with ample lay-up and radius adequate for the size of the
chain cable are to be provided at the shell and deck. The
shell plating at the hawse pipes is to be reinforced as
necessary.
C6.5.9
.2
The windlass is to be fitted in a suitable position in order to ensure an easy lead of the chain cable to
and through the hawse pipe; the deck, at the windlass, is to
be suitably reinforced.
.3
The windlass is to be able to supply, for at
least 30 minutes, a continuous duty pull PC, in N, corresponding to the grade of the chain cables, given by the
following formulae:
when 60 < EN 130:

Lsfr = Lch (EN + 170)/200
138
Windlass
.1
The windlass is to be power driven and suitable for the size of chain cable, and is to have the
characteristics stated below.
when EN 60:
Lsfr = Lch
where Lch is the length of stud link chain cable required by

Table C6.5.1.
Arrangement of anchors and chain

cables

PC = 42,5 d2

PC = 47,5 d2
where d is the stud link chain cable diameter of the
intended steel grade, in mm.
Bureau Veritas
February 2002
HSC Chapter 6
.4
The windlass unit prime mover is to provide
the necessary temporary overload capacity for breaking out
the anchor.
The temporary overload capacity or short term pull is to
be not less than 1,5 times the continuous duty pull PC for at
least two minutes.
The speed in this overload period may be lower than the
nominal speed specified in C6.5.9.5.
.5
The nominal speed of the chain cable when
hoisting the anchor and cable may be a mean speed only
and is to be not less than 0,15 m/s.
The speed is to be measured over two shots of chain cable
during the entire trip; the test is to commence with 3 shots
(82,5 m) of chain fully submerged, or with the longest practicable submerged chain length where the chain length
does not allow 3 shots to be paid out.
.6
The windlass is to be provided with a brake
having sufficient capacity to stop chain cable and anchor
when paying out, even in the event of failure of the power
supply.
Windlass and brake not combined with a

chain stopper have to be designed to withstand a pull of
80% of the breaking load of the chain cable without any
permanent deformation of the stressed parts and without
brake slip.
Windlass and brake combined with a chain stopper have to
be designed to withstand a pull of 45% of the breaking load
of the chain cable.
.7
.8
The stresses on the parts of the windlass, its
frame and brake are to be below the yield point of the material used.
The windlass, its frame and the brake are to be efficiently
anchored to the deck.
.9
Performance criteria and strength of windlasses are to be verified by means of workshop testing
according to the Society Rules.
C6.5.10
Chain stopper
A chain stopper is normally to be fitted

between the windlass and the hawse pipe in order to relieve
the windlass of the pull of the chain cable when the ship is
at anchor.
.1
February 2002
.2
A chain stopper is to be capable of withstanding a pull of 80% of the breaking load of the chain
cable; the deck at the chain stopper is to be suitably
reinforced.
However, fitting of a chain stopper is not compulsory.
.3
Chain tensioners or lashing devices supporting the weight of the anchor when housed in the anchor
pocket are not to be considered as chain stoppers.
.4
Where the windlass is at a distance from the
hawse pipe and no chain stopper is fitted, suitable arrangements are to be provided to lead the chain cable to the
windlass.
C6.5.11
Chain locker
.1
The chain locker is to be of a capacity adequate to stow all chain cable equipment and provide an
easy direct lead to the windlass.
.2
Where two anchor lines are fitted, the port
and starboard chain cables are to be separated by a steel
bulkhead in the locker.
.3
The inboard ends of chain cables are to be
secured to the structure by a fastening able to withstand a
force not less than 15% nor more than 30% of the breaking
load of the chain cable.
In an emergency, the attachments are to be easily released
from outside the chain locker.
.4
Where the chain locker is arranged aft of the
collision bulkhead, its boundary bulkheads are to be watertight and a drainage system provided.
C6.5.12
Anchoring sea trials
.1
The anchoring sea trials are to be carried out
on board in the presence of a Society surveyor.
.2
The test is to demonstrate that the windlass
complies with the requirements given in C6.5.9.5.
.3
The brake is to be tested during lowering
operations.
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139
HSC Chapter 6
Table C6.5.1 - Equipment
Equipment Number EN
A < EN B
A
19
22
25
30
35
40
45
50
60
70
80
90
100
110
120
130
140
150
175
205
240
280
320
360
400
450
500
550
600
660
720
780
840
910
980
1060
1140
1220
22
25
30
35
40
45
50
60
70
80
90
100
110
120
130
140
150
175
205
240
280
320
360
400
450
500
550
600
660
720
780
840
910
980
1060
1140
1220
1300
HHP bow anchor
Stud link chain cable for bow anchor
Mass of
each anchor
(kg)
Number
of
anchors
Total length
(m)
16
20
24
28
32
40
48
60
67
75
90
105
120
135
150
180
195
225
270
315
360
430
495
525
585
675
765
855
900
970
1080
1125
1195
1305
1440
1575
1710
1845
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
2
2
2
2
2
2
2
2
2
2
65,0
70,0
70,0
75,0
75,0
80,0
82,5
82,5
82,5
110,0
110,0
110,0
110,0
110,0
110,0
110,0
137,5
137,5
137,5
137,5
137,5
165,0
165,0
165,0
165,0
192,5
192,5
192,5
385,0
385,0
440,0
440,0
440,0
440,0
440,0
440,0
467,5
467,5
Diameter (1)
grade Q2 steel
(mm)
grade Q3 steel
(mm)
(6,0)
(6,5)
(7,0)
(7,5)
(8,0)
(8,5)
(9,0)
(10,0)
11,0
11,0
12,5
12,5
14,0
14,0
14,0
16,0
16,0
17,5
17,5
19,0
20,5
22,0
24,0,
26,0
26,0
28,0
30,0
32,0
32,0
34,0
36,0
36,0
38,0
40,0
42,0
42,0
44,0
46,0
(5,5)
(6,0)
(6,5)
(7,0)
(7,5)
(7,5)
(8,0)
(8,5)
(9,5)
(10,0)
11,0
11,0
12,5
12,5
12,5
14,0
14,0
16,0
16,0
17,5
19,0
20,5
22,0
22,0
24,0
26,0
26,0
28,0
30,0
30,0
32,0
32,0
34,0
36,0
36,0
38,0
38,0
40,0
(1) Values of chain cable diameters shown in brackets are given only to allow determination of the corresponding studless chain
cable.
140
Bureau Veritas
February 2002
HSC Chapter 7
CHAPTER 7
FIRE SAFETY
Part A
C7.0
General
C7.0.1
to be submitted, at least in triplicate for approval. The Society reserves its right to ask for supplementary copies, if
deemed necessary in particular cases.
.1
Plan showing the arrangements of the fire
subdivision, including doors and other closing means of
openings in fire resisting divisions.
.2
Schematic plan concerning the natural and
mechanical ventilation, with indication of location of
dampers and identification numbers of the fans serving
each craft section.
.3
Plan showing automatic fire detection systems and manually operated call points, including fire
alarm systems.
Plan relating to the water fire-fighting system

(pumps, piping, etc.).
.4
Plan relating to the arrangement of fixed fire

extinguishing systems.
.5
.6
Constructional plans relevant to pressure
vessels or bottles serving fixed fire extinguishing systems
mentioned under .5.
Plans of pumping and drainage means for the

water delivered by fixed water-spraying fire extinguishing
systems.
.7
.8
Plan relating to all other fire-fighting installations, either fixed or portable.
C7.0.2
Further documentation may be required, if
7.1
.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
boundaries;
subdivision of the craft by fire-resisting
.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
appliances.
immediate availability of fire-extinguishing
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 43C
is not recommended. However, fuel with a lower flashpoint,
but not lower than 35C, 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.
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:
February 2002
.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;
.4
Enclosed spaces having reduced lighting,
such as cinemas, discotheques, and similar spaces are not
permitted.
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HSC Chapter 7
.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.
C7.1.3
type:
The following products are to be of approved
Fire-restricting materials,
Fire-resisting divisions (decks, bulkheads, doors),
Penetrations of fire-resisting divisions for pipes, cables,
ducts,
Surface materials,
the temperature, at any one point, including any joint, rise

more than 180C 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.
C7.2.1
With reference to 7.2.1.6 test procedures for
fire-resisting divisions of high speed craft adopted by the
Organization by IMO Resolution MSC 45 (65) are to be
applied.
7.2.2
Fire-restricting materials are those materials which have properties complying with the Fire Test
Procedures Code.
Primary deck covering,

Upholstery furniture,
Bedding components,
Curtains,
Non-combustible materials,
Oil pipes (other than steel or copper and copper alloys),
Flexible pipes,
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 750C, this being determined in accordance
with the Fire Test Procedures Code.
Portable and mobile fire extinguishers,
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.
Nozzles for water spray systems or sprinkler systems,

Fire-detection systems,
Fire hoses and nozzles,
Vapour detection systems,
Non-sparking fans.
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.
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.
.4
Where required they shall maintain load-carrying capabilities up to the end of the appropriate fire
protection time.
7.3
.5
They shall have thermal properties such that
the average temperature on the unexposed side will not rise
more than 140C above the original temperature, nor will
7.3.1
For the purposes of classification of space
use in accordance with fire hazard risks, the following
grouping shall apply:
142
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Classification of space use
February 2002
HSC Chapter 7
.1
Areas of major fire hazard, referred to in
tables 7.4-1 and 7.4-2 by A, include the following spaces:
open deck spaces and enclosed promenades forming

lifeboat and liferaft embarkation and lowering stations
machinery spaces
ro-ro spaces
spaces containing dangerous goods
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.
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.
.6
Open Spaces referred to in tables 7.4-1
and 7.4-2 by F, include the following areas:
.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
.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
.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
February 2002
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.
7.4
Structural fire protection
7.4.1
Main structure
The requirements below apply to all craft

7.4.1.1
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.
C7.4.1.1
Fire insulation may be omitted on upper side
of decks provided that a fixed water spraying system delivering not less than 5 l/min/m is installed.
.4
Control stations, referred to in tables 7.4-1
and 7.4-2 by D, as defined in 1.4.15
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.
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HSC Chapter 7
Table 7.4.1 - Structural fire protection time for separating bulkheads and decks of passenger craft
A
60
Areas of major fire hazard
B
(1,2)
C
(3)
30
60
(1)
60
30
(1,8)
(2)
(3,4)
60
(1)
(3)
(3)
60
60 (1,7,9)
(1)
(3,4)
30 (8)
60
(3)
(3)
30
(3,4)
(3)
-
(3)
C
(3)
30 (8,10)
(3)
(3,4)
Control stations
B
30 (2)
Areas of minor fire hazard
A
60 (1,2)
Areas of moderate fire hazard
(3)
-
(3)
D
(3,4)
(3)
(3,4)
(3)
Evacuation stations and

escape routes
E
(3)
(3)
-
Open spaces
F
-
Note: 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 storerooms. A bulkhead, is however, required between a machinery space and a special category space even though 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 table.
(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 crafts
main load bearing structure, where passengers have no access to them and 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.
144
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HSC Chapter 7
Table 7.4.2 - Structural fire protection time for separating bulkheads and decks of cargo craft
A
60
Areas of major fire hazard
B
(1,2)
C
(3)
30
60
(1)
60
(2,6)
(3,4)
(1,8)
60
(1)
(3)
(3)
60
60 (1,7,9)
(1)
(3,4)
(6)
(3)
(6)
60
(3)
(3,4)
(3)
-
(3)
C
(3)
30 (8)
(3)
(3,4)
Control stations
B
(2,6)
Areas of minor fire hazard
A
60 (1,2)
Areas of moderate fire hazard
(3)
-
(3)
D
(3,4)
(3)
(3,4)
(3)
Evacuation stations and

escape routes
E
(3)
(3)
-
Open spaces
F
-
Note: 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 storerooms. A bulkhead, is however, required between a machinery space and a special category space even though 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 table.
(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 crafts
main load bearing structure, where passengers have no access to them and 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.
February 2002
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HSC Chapter 7
7.4.2
Fire-resisting divisions
7.4.3
Areas of major and moderate fire hazard

7.4.2.1
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 200C
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.
146
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.
C7.4.3.3
Requirement 7.4.3.3.1 is applicable to furniture such as desks, wardrobes, dressing tables, bureaux and
dressers.
7.4.3.4
The following surfaces shall, as a minimum
standard, be constructed of materials having low flamespread 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;
Bureau Veritas
February 2002
HSC Chapter 7
.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.
7.4.4.2
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.
7.4.3.5
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.
7.4.4.3
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.
7.4.3.6
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.
February 2002
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 60C may be located within such areas provided the tanks are made of steel or other equivalent
material.
C7.5.2
Integral or independent fuel tanks made of
aluminium alloys, GRP or equivalent may be located within
major fire hazard areas when they are insulated for 60 minutes fire integrity. The same insulation standard is required
for bulkheads or decks separating oil fuel tanks from major
fire hazard areas.
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 (see note). Wherever
practicable, the use of flexible pipes shall be avoided.
Note: Refer to the Guidelines for the Application of Plastic Pipes on
Ships, adopted by the Organization by resolution A.753(18).
Bureau Veritas
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HSC Chapter 7
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 35C shall not
be used. In every craft in which fuel with a flashpoint below
43C 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:
.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;
.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;
.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;
.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;
.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
.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 gasair 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;
.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:
.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 500l/m for not less than 10 min;
.11.2 dry powder extinguishers of total capacity not
less than 50 kg; and
.4
earthed electrical distribution systems shall
not be used, with the exception of earthed intrinsically safe
circuits;
.5
suitable certified safe type electrical equipment be used in all spaces where fuel leakage could occur,
including the ventilation system (see note). Only electrical
equipment and fittings essential for operational purposes
shall be fitted in such spaces;
Note: Refer to the Recommendations published by the International Electrotechnical Commission and, in particular, publication
60092Electrical Installations in Ships.
.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;
148
.11.3 carbon dioxide extinguishers of total capacity

not less than 16 kg.
C7.5.6
With reference to 7.5.6.3, fans are to be of a
non-sparking type in accordance with Society Rules.
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.
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February 2002
HSC Chapter 7
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 7.41 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
the duct;
a fixed means for extinguishing a fire within
.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
cleaning.
suitably located hatches for inspection and
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.
February 2002
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 smoketight 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 space
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 m 2;
.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
characteristics.
surfaces
have
low
flame
spread
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.
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HSC Chapter 7
7.7.1.1
.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.
.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:
.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.
150
Bureau Veritas
.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.
February 2002
HSC Chapter 7
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 Table 7.7.1.2.4.
The Administration may require or permit other spacings
based upon test data which demonstrate the characteristics
of the detectors.
Table 7.7.1.2.4
Type of
detector
Maximum
Maximum
floor area
distance apart
per detector between centre
Maximum
distance away
from bulkheads
Heat
37 m2
9m
4.5 m
Smoke
74 m2
11 m
5.5 m
.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
those limits at a rate less than 1C 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 30C 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
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.
Design requirements
7.7.3
.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 78C but not until the temperature exceeds 54C, when the temperature is raised to
February 2002
Fire detection for periodically

unattended machinery spaces
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.
Note: 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
Bureau Veritas
151
HSC Chapter 7
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 pumprooms.
7.7.3.2
.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.
Note: Refer to the Guidelines for the approval of water-based local
application of fixed fire-suppression systems, to be developed by
the Organization.
.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.
.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.
152
.8
The means of control of any fixed gas fireextinguishing 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
medium shall not be permitted.
of
fire-extinguishing
.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.
C7.7.3.2
(a)
With reference to 7.7.3.2.10, see also the
requirements of 7.7.3.2.1.
(b)
With reference to C7.7.3.2.13, the Rules of
the Society apply.
Bureau Veritas
February 2002
HSC Chapter 7
(c)
With reference to 7.7.3.2.14, storage rooms
are to be provided with a mechanical ventilation system,
capable of effecting at least 15 air changes per hour; if such
rooms have a direct door access to open deck, natural ventilation may be sufficient.
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.
February 2002
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.
C7.7.4
In the vicinity of the main switchboard and
of any electrical panel of 20 kW or more, at least one portable carbon dioxide fire extinguisher or equivalent are to be
provided.
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 .
.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
that when the isolating valves are shut all the hydrants on
the craft, except those in the machinery space referred to
above, can be supplied with water by a fire pump not
located in this machinery space through pipes which do not
enter this space. The spindles of manually operated valves
shall be easily accessible and all valves shall be clearly
marked.
.4
Hydrants shall be so arranged so that any
location on the craft can be reached by the water jets from
two fire hoses from two different hydrants, one of the jets
being from a single length of hose. Ro-ro spaces hydrants
shall be located so that any location within the space can be
reached by two water jets from two different hydrants, each
jet being supplied from a single length of hose.
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HSC Chapter 7
.5
Each fire hose shall be of non-perishable
material and have a maximum length approved by the
Administration. Fire hoses, together with any necessary fittings and tools, shall be kept ready for use in conspicuous
positions near the hydrants. All fire hoses in interior locations shall be connected to the hydrants at all times. One
fire hose shall be provided for each hydrant as required
by .4.
.6
Each fire hose shall be provided with a nozzle of an approved dual purpose type (i.e. spray/jet type)
incorporating a shutoff.
C7.7.5
With reference to 7.7.5.1, the sufficient
quantity of water is to be delivered with a discharge pressure at the nozzles of at least:
7.8
Protection of special category

spaces and ro-ro spaces
7.8.1
Structural protection
Boundaries of special category spaces shall

7.8.1.1
be insulated in accordance with tables 7.4-1 and 7.4-2. The
standing deck of a special category space or a ro-ro space
need only be insulated on the underside if required.
7.8.1.2
Indicators shall be provided on the navigating bridge which shall indicate when any door leading to or
from the special category space or ro-ro space is closed.
0,3 N/mm 2 for cargo craft and passenger craft of less

than 4000 tons GT,
7.8.1.3
Fire doors in boundaries of special category
spaces leading to spaces below the vehicle deck shall be
arranged with coamings of a height of at least 100 mm.
0,4 N/mm 2 for passenger craft of 4000 tons GT and

above.
7.8.2
With reference to 7.7.5.5, the maximum length is to be

20 m.
7.7.6
Protection of deep-fat cooking

equipment
Where deep-fat cooking equipment is installed, all such

installations shall be fitted with:
.1
an automatic or manual fixed extinguishing
system tested to an appropriate standard acceptable to the
Organization;
Note: Refer to ISO 15371Ships and marine technologyFire-extinguishing systems for protection of galley deep-fat cooking equipmentFire tests.
.2
a primary and back up thermostat with an
alarm to alert the operator in the event of failure of either
thermostat;
.3
arrangements for automatically shutting off
the electrical power to the deep-fat cooking equipment
upon activation of the extinguishing system;
.4
an alarm for indicating operation of the extinguishing system in the galley where the equipment is
installed; and
.5
controls for manual operation of the extinguishing system which are clearly labelled for ready use by
the crew.
154
Fixed fire-extinguishing system
Each special category space and ro-ro space shall be fitted

with an approved fixed pressure water-spraying system for
manual operation which shall protect all parts of any deck
and vehicle platform in such space, provided that the
Administration may permit the use of any other fixed fireextinguishing system that has been shown by full-scale test
in conditions simulating a flowing petrol fire in the space to
be not less effective in controlling fires likely to occur in
such a space.
7.8.3
Patrols and detection
A continuous fire patrol shall be maintained

7.8.3.1
in special category spaces and ro-ro spaces unless a fixed
fire detection and fire alarm system, complying with the
requirements of 7.7.1, and a television surveillance system
are provided. The fixed fire detection system shall be capable of rapidly detecting the onset of fire. The spacing and
location of detectors shall be tested taking into account the
effects of ventilation and other relevant factors.
C7.8.3.1
A fixed fire detection and alarm system,
complying with the requirements of 7.7.1, and also a television surveillance system are to be provided.
7.8.3.2
Manually operated call points shall be provided as necessary throughout the special category spaces
and ro-ro spaces and one shall be placed close to each exit
from such spaces. Manually operated call points shall be
spaced so that no part of the space shall be more than 20 m
from a manually operated call point.
Bureau Veritas
February 2002
HSC Chapter 7
7.8.4
Fire-extinguishing equipment
7.8.6
There shall be provided in each special cate7.8.4.1

gory space and ro-ro space:
.1
at least three water fog applicators;
.2
one portable foam applicator unit consisting
of an air foam nozzle of an inductor type capable of being
connected to the fire main by a fire hose, together with a
portable tank containing 20l of foam-making liquid and one
spare tank. The nozzle shall be capable of producing effective foam suitable for extinguishing an oil fire of at least 1.5
m3/min. At least two portable foam applicator units shall be
available in the craft for use in such space; and
.3
portable fire extinguishers of approved type
and design shall be located so that no point in the space is
more than approximately 15 m walking distance from an
extinguisher, provided that at least one portable extinguisher
is located at each access to such space.
7.8.5
Ventilation system
There shall be provided an effective power

7.8.5.1
ventilation system for the special category spaces and ro-ro
spaces sufficient to give at least 10 air changes per hour
while navigating and 20 air changes per hour at the quayside during vehicle loading and unloading operations. The
system for such spaces shall be entirely separated from
other ventilation systems and shall be operating at all times
when vehicles are in such spaces. Ventilation ducts serving
special category spaces and ro-ro spaces capable of being
effectively sealed shall be separated for each such space.
The system shall be capable of being controlled from a position outside such spaces.
7.8.5.2
The ventilation shall be such as to prevent air
stratification and the formation of air pockets.
7.8.5.3
Means shall be provided to indicate in the
operating compartment any loss or reduction of the
required ventilating capacity.
7.8.5.4
Arrangements shall be provided to permit a
rapid shutdown and effective closure of the ventilation system in case of fire, taking into account the weather and sea
conditions.
In view of the serious loss of stability which

7.8.6.1
could arise due to large quantities of water accumulating on
the deck or decks consequent to the operation of the fixed
pressure water-spraying system, scuppers shall be fitted so
as to ensure that such water is rapidly discharged directly
overboard. Alternatively, pumping and drainage facility shall
be provided additional to the requirements of chapter 10.
When it is required to maintain watertight or weathertight
integrity, as appropriate, the scuppers shall be arranged so
that they can be operated from outside the space protected.
C7.8.6.1
Unless justificatory calculations are submitted, scuppers at least 150 mm in diameter are to be fitted
every 9 m on both sides.
7.8.7
February 2002
Precautions against ignition of

flammable vapours or liquids
7.8.7.1
On any deck or platform, if fitted, on which
vehicles are carried and on which explosive vapours might
be expected to accumulate, except platforms with openings
of sufficient size permitting penetration of petrol gases
downwards, equipment which may constitute a source of
ignition of flammable vapours and, in particular, electrical
equipment and wiring, shall be installed at least 450 mm
above the deck or platform. Electrical equipment installed
at more than 450 mm above the deck or platform shall be of
a type so enclosed and protected as to prevent the escape
of sparks. However, if the installation of electrical equipment and wiring at less than 450 mm above the deck or
platform is necessary for the safe operation of the craft, such
electrical equipment and wiring may be installed provided
that it is of a type approved for use in an explosive mixture
of petrol and air.
7.8.7.2
Electrical equipment and wiring, f installed in
an exhaust ventilation duct, shall be of a type approved for
use in explosive mixtures of petrol and air and the outlet
from any exhaust duct shall be sited in a safe position, having regard to other possible sources of ignition.
7.8.7.3
If pumping and drainage arrangements are
provided, it shall be ensured that:
.1
water contaminated with petrol or other
flammable substances is not drained to machinery spaces or
other spaces where sources of ignition may be present; and
.2
electrical equipment fitted in tanks or other
components of the drainage system shall be of a type suitable for use in explosive petrol/air mixtures.
7.8.8
7.8.5.5
Ventilation ducts, including dampers, shall
be made of steel or other equivalent material. Ducts lying
inside the served space may be made of non-combustible or
fire-restricting material.
Scuppers, bilge pumping and drainage
Open ro-ro spaces
7.8.8.1
Open ro-ro spaces shall comply with the
requirements set out in 7.8.1.1, 7.8.2, 7.8.3, 7.8.4 and
7.8.6.
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HSC Chapter 7
7.8.8.2
For those parts of a ro-ro space which are
completely open from above, the requirements set out in
7.8.2, 7.8.3.1 and 7.8.6 need not be complied with. However, a continuous fire patrol or a television surveillance
system shall be maintained.
7.9
Miscellaneous
7.9.1
There shall be permanently exhibited, for the
guidance of the master and officers of the craft, fire control
plans showing clearly for each deck the following positions:
the control stations, the sections of the craft which are
enclosed by fire-resisting divisions together with particulars
of the fire alarms, fire detection systems, the sprinkler installations, the fixed and portable fire-extinguishing appliances,
the means of access to the various compartments and decks
in the craft, the ventilating system (including particulars of
the master fan controls, the positions of dampers and identification numbers of the ventilating fans serving each section
of the craft), the location of the international shore connection, if fitted, and the position of all means of control
referred to in 7.5.3, 7.6.2, 7.7.1 and 7.7.3.1. The text of
such plans shall be in the official language of the flag state.
However, if the language is not English. French or Spanish, a
translation into one of those languages shall be included.
Note: Refer to Graphical Symbols for Fire Control Plans, adopted
by the Organization by resolution A.654(16).
7.9.2
A duplicate set of fire control plans or a
booklet containing such plans shall be permanently stored
in a prominently marked weathertight enclosure outside the
deckhouse for the assistance of shore-side fire-fighting
personnel.
7.9.3
Openings in fire resisting divisions
Except for any hatches between cargo, spe7.9.3.1

cial category, ro-ro, store, and baggage spaces and between
such spaces and the weather decks, all openings shall be
provided with permanently attached means of closing
which shall be at least as effective for resisting fires as the
divisions in which they are fitted.
7.9.3.2
It shall be possible for each door to be
opened and closed from each side of the bulkhead by one
person only.
opposing closure. The approximate time of closure for

hinged fire doors shall be no more than 40 s and no less
than 10 s from the beginning of their movement with the
craft in the upright position. The approximate uniform rate
of closure for sliding fire doors shall be of no more than 0.2
m/s and no less than 0.1 m/s with the craft in the upright
position.
.2
Remote released sliding or power-operated
doors shall be equipped with an alarm that sounds at least 5
s but no more than 10 s after the door is released from the
continuously manned control station and before the door
begins to move and continue sounding until the door is
completely closed. Doors designed to reopen upon contacting an object in their paths shall re-open no more than 1 m
from the point of contact.
.3
All doors shall be capable of remote release
from a continuously manned central control station, either
simultaneously or in groups, and shall be capable of release
also individually from a position at both sides of the door.
Indication shall be provided at the fire door indicator panel
in the continuously manned control station whether each of
the remote released doors is closed. The release mechanism
shall be so designed that the door will automatically close in
the event of disruption of the control system or main source
of electrical power. Release switches shall have an on-off
function to prevent automatic resetting of the system. Holdback hooks not subject to continuously manned control station release shall be prohibited.
.4
A door closed remotely from the continuously manned control station shall be capable of being reopened at both sides of the door by local control. After such
local opening, the door shall automatically close again.
.5
Local power accumulators for power-operated doors shall be provided in the immediate vicinity of the
doors to enable the doors to be operated after disruption of
the control system or main source of electric power at least
ten times (fully opened and closed) using the local controls.
.6
Disruption at one door of the control system
or main source of electric power shall not impair the safe
functioning of the other doors.
.7
Double-leaf doors equipped with a latch
necessary to their fire integrity shall have a latch that is automatically activated by the operation of the doors when
released by the system.
7.9.3.3
Fire doors bounding areas of major fire hazard and stairway enclosures shall satisfy the following
requirements:
.8
Doors giving direct access to special category spaces which are power-operated and automatically
closed need not be equipped with alarms and remoterelease mechanisms required in .2 and .3.
.1
The doors shall be self-closing and be capable of closing with an angle of inclination of up to 3.5
.9
The components of the local control system
shall be accessible for maintenance and adjusting.
156
Bureau Veritas
February 2002
HSC Chapter 7
.10
Power operated doors shall be provided with
a control system of an approved type which shall be able to
operate in case of fire, this being determined in accordance
with the Fire Test Procedures Code. This system shall satisfy
the following requirements:
.1
the control system shall be able to operate at a

temperature of at least 200C for at least 60
min, served by the power supply;
7.10.2
The firefighter's outfits or sets of personal
equipment shall be so stored as to be easily accessible and
ready for use and, where more than one firefighter's outfit
or more than one set of personal equipment is carried, they
shall be stored in widely separated positions.
7.10.3
Personal equipment comprising:
.1
.2
.3
the power supply for all other doors not subject

to fire shall not impaired; and
.1.1
at temperatures exceeding 200C the control

system shall be automatically isolated from the
power supply and shall be capable of keeping
the door closed up to at least 945C.
protective clothing of material to protect the

skin from the heat radiating from the fire and
from burns and scalding by steam or gases. The
outer surface shall be water-resistant;
.1.2
boots and gloves of rubber or other electrically

non-conductive material;
.1.3
a rigid helmet providing effective protection

against impact;
.1.4
an electric safety lamp (hand lantern) of an

approved type with a minimum burning period
of 3 h; and
.1.5
an axe.
7.9.3.4
The requirements for integrity of fire-resisting
divisions of the outer boundaries facing open spaces of a
craft shall not apply to glass partitions, windows and side
scuttles. Similarly, the requirements for integrity of fire-resisting divisions facing open spaces shall not apply to exterior
doors in superstructures and deck houses.
7.9.3.5
Doors in smoke-tight divisions shall be selfclosing. Doors which are normally kept open shall close
automatically or by remote control from a continuously
manned control station.
7.10
.2
A breathing apparatus of an approved type
which may be either:
Firefighter's outfits
.2.1
a smoke helmet or smoke mast, which shall be

provided with a suitable air pump and a length
of air hose sufficient to reach from the open
deck, well clear of hatch or doorway, to any
part of the holds or machinery spaces. If, in
order to comply with this subparagraph, an air
hose exceeding 36 m in length would be necessary, a self-contained breathing apparatus shall
be substituted or provided in addition, as determined by the Administration; or
.2.2
a
self-contained
compressed-air-operated
breathing apparatus, the volume of air contained in the cylinders of which shall be at least
1,200l, or other self-contained breathing apparatus, which shall be capable of functioning for
at least 30 min. A number of spare charges, suitable for use with the apparatus provided, shall
be available on board.
7.10.1
All craft other than category A passenger
craft shall carry at least two firefighter's outfits complying
with the requirements of 7.10.3.
7.10.1.1
In addition, there shall be provided in category B passenger craft for every 80 m, or part thereof, of the
aggregate of the length of all passenger spaces and service
spaces on the deck which carries such spaces or, if there is
more than one such deck, on the deck which has the largest
aggregate of such length, two firefighter's outfits and two
sets of personal equipment, each comprising the items stipulated in 7.10.3.1.1 to 7.10.3.1.3.
7.10.1.2
In category B passenger craft, for each pair of
breathing apparatuses there shall be provided one water fog
applicator, which shall be stored adjacent to such
apparatus.
7.10.1.3
The Administration may require additional
sets of personal equipment and breathing apparatus, having
due regard to the size and type of the craft.
February 2002
A firefighter's outfit shall consist of:
.3
For each breathing apparatus a fireproof lifeline of sufficient length and strength shall be provided
capable of being attached by means of a snaphook to the
harness of the apparatus or to a separate belt in order to
prevent the breathing apparatus becoming detached when
the lifeline is operated.
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Part B
7.11
Arrangement
7.11.1
For category B craft, the public spaces shall
be divided into zones according to the following:
.1
The craft shall be divided into at least two
zones. The mean length of each zone shall not exceed
40 m.
.2
For the occupants of each zone there shall
be an alternative safe area to which it is possible to escape
in case of fire. The alternative safe area shall be separated
from other passenger zones by smoke-tight divisions of noncombustible materials or fire-restricting materials extending
from deck to deck. The alternative safe area can be another
passenger zone. Alternative safe areas shall be dimensioned
on the basis of one person per seat and 0.35 m2 per person
of the net remaining area, based on the maximum number
of persons they are called to accommodate in an
emergency.
.3
The alternative safe area shall, as far as practicable, be located adjacent to the passenger zone it is
intended to serve. There shall be at least two exits from
each passenger zone, located as far away from each other
as possible, leading to the alternative safe area. Escape
routes shall be provided to enable all passengers and crew
to be safely evacuated from the alternative safe area.
7.11.2
zones.
Category A craft need not be divided into
7.11.3
Control stations, stowage positions of life-saving appliances, escape routes and places of embarkation
into survival craft shall not, as far as practicable, be located
adjacent to any areas of major or moderate fire hazard.
7.12
any other zone. The ventilation fans of each zone in the

public spaces shall also be capable of being independently
controlled from a continuously manned control station.
7.13
7.13.1
Public spaces and service spaces, crew
accommodation areas where sleeping berths are provided,
storage rooms other than those containing flammable liquids, and similar spaces shall be protected by a fixed
sprinkler system based on the standards developed by the
Organization. Manually operated sprinkler systems shall be
divided into sections of appropriate size and the valves for
each section, start of sprinkler pump(s) and alarms shall be
capable of being operated from two spaces separated as
widely as possible, one of which shall be a continuously
manned control station (see note). In category B craft, no
section of the system shall serve more than one of the zones
required in 7.11.
Note: Refer to the Standards for fixed sprinkler systems for high
speed craft, adopted by the Organization by resolution
MSC.44(65), as may be amended.
7.13.2
Plans of the system shall be displayed at each
operating station. Suitable arrangements shall be made for
the drainage of water discharged when the system is
activated.
7.13.3
Category A craft need not comply with the
requirements of 7.13.1 and 7.13.2 providing that:
-
smoking is not permitted;
sales shops, galleys, service spaces, ro-ro spaces and

cargo spaces are not fitted;
the maximum number of passengers carried does not

exceed 200; and
the voyage duration at operational speed from departure port to destination when fully laden does not
exceed 2 h.
Ventilation
Each safe zone in the public spaces shall be served by a

ventilation system independent of the ventilation system of
158
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February 2002
HSC Chapter 7
Part C
7.14
Control stations
7.16
Control stations, life-saving appliances stowage positions,

escape routes and places of embarkation into survival craft
shall be located adjacent to crew accommodation areas.
7.15
Cargo spaces
Cargo spaces, except open deck areas or refrigerated holds,

shall be provided with an approved automatic smoke-detection system complying with 7.7.1 to indicate at the control
station the location of outbreak of a fire in all normal operating conditions of the installations and shall be protected by
an approved fixed quick-acting fire-extinguishing system
complying with 7.7.3.2 operable from the control station.
February 2002
7.16.1
Crew accommodation where sleeping berths
are provided, having a total deck area greater than 50 m2
(including corridors serving such accommodation), shall be
protected by a fixed sprinkler system based on the standards developed by the Organization (see note).
Note: Refer to the Standards for fixed sprinkler systems for high
speed craft, adopted by the Organization by resolution
MSC.44(65), as may be amended.
7.16.2
Plans of the system shall be displayed at each
operating station. Suitable arrangements shall be made for
the drainage of water discharged when the system is
activated.
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HSC Chapter 7
Part D
7.17
Requirements for craft and cargo spaces intended for

the carriage of dangerous goods (see note 1)
General
7.17.1
In addition to complying with the requirements of paragraph 7.15 for cargo craft and with the
requirements of paragraph 7.8 for both passenger and
cargo craft as appropriate, craft types and cargo spaces
referred to in 7.17.2 intended for the carriage of dangerous
goods shall comply with the requirements of this paragraph,
as appropriate, except when carrying dangerous goods in
limited quantities, unless such requirements have already
been met by compliance with the requirements elsewhere
in this chapter (see note 2). The types of craft and modes of
carriage of dangerous goods are referred to in 7.17.2 and in
table 7.17-1, where the numbers appearing in 7.17.2 are
referred to in the top line. Cargo craft of less than 500 gross
tonnage constructed on or after 1 July 2002 shall comply
with this paragraph, but the Administration of the State
whose flag the craft is entitled to fly may, in consultation
with the port State, reduce the requirements and such
reduced requirements shall be recorded in the document of
compliance referred to in 7.17.4.
Note 1 : Refer to the International Maritime Dangerous Goods
Code (IMDG Code), adopted by the Organization by resolution
A.716(17), as amended, and the Code of Safe Practice for Solid
Bulk Cargoes, adopted by resolution A.434(XI), as amended.
Note 2 : Refer to chapter 3.4 of the International Maritime Dangerous Goods Code (IMDG Code) for the provisions on the carriage of
limited quantities.
7.17.2
.1
craft and cargo spaces not specifically
designed for the carriage of freight containers but intended
for the carriage of dangerous goods in packaged form
including goods in freight containers and portable tanks;
.2
purpose-built container craft and cargo
spaces intended for the carriage of dangerous goods in
freight containers and portable tanks;
.3
craft and ro-ro spaces intended for the carriage of dangerous goods; and
.4
craft and cargo spaces intended for the carriage of solid dangerous goods in bulk.
Requirements
Unless otherwise specified the following requirements shall

govern the application of tables 7.17-1, 7.17-2 and 7.17-3
160
7.17.3.1
Water supplies
7.17.3.1.1
Arrangements shall be made to ensure immediate availability of a supply of water from the fire main at
the required pressure either by permanent pressurization or
by suitably placed remote starting arrangements for the fire
pumps.
7.17.3.1.2
The quantity of water delivered shall be
capable of supplying four nozzles of a size and at a pressure
as specified in 7.7.5, capable of being trained on any part of
the cargo space when empty. This amount of water may be
applied by equivalent means to the satisfaction of the
Administration.
7.17.3.1.3
Means of effectively cooling the designated
under deck cargo-space by copious quantities of water,
either by a fixed arrangement of spraying nozzles, or flooding the space with water, shall be provided. Hoses may be
used for this purpose in small cargo spaces and in small
areas of larger cargo-spaces at the discretion of the Administration. In any event the drainage and pumping
arrangements shall be such as to prevent the build-up of
free surfaces. If this is not possible the adverse effect upon
stability of the added weight and free surface of water shall
be taken into account.
Application of tables 7.17-1 and 7.17-2
The following craft types and cargo spaces shall govern the
application of tables 7.17-1 and 7.17-2:
7.17.3
to both on deck and under deck stowage of dangerous

goods. The numbers of the following sub-sections are indicated in the first column of the above-mentioned tables.
7.17.3.1.4
Provision to flood a designated under deck
cargo-space with suitable specified media may be substituted for the requirements in 7.17.3.1.3 above.
7.17.3.2
Sources of ignition
Electrical equipment and wiring shall not be fitted in

enclosed cargo spaces, unless it is essential for operational
purposes. However, if electrical equipment is fitted in such
spaces, it shall be of a certified safe type for use in the dangerous environments to which it may be exposed unless it is
possible to completely isolate the electrical system (by
removal of links in the system, other than fuses) (see note).
Cable penetrations of the decks and bulkheads shall be
sealed against the passage of gas or vapour. Through runs of
cables and cables within the cargo spaces shall be protected against damage from impact. Any other equipment
which may constitute a source of ignition of flammable
vapour shall not be permitted.
Note: Refer to IEC publication 92-506 Electrical installations in
ships Part 506: Special features-Ships carrying specific dangerous
goods and materials hazardous only in bulk and IEC 79-Electrical
apparatus for explosive gas atmospheres.
Bureau Veritas
February 2002
HSC Chapter 7
Table 7.17-1 - Application of the requirements of 7.17.3 to different modes of carriage of dangerous goods
in craft and cargo spaces
Section 7.17.2
Section 7.17.3
Weather
decks .1 to .4
inclusive
7.17.2.1
7.17.2.2
7.17.2.3
7.17.2.4
Not
specifically
designed
Container
cargo spaces
Ro-ro spaces
Open ro-ro
spaces
Solid dangerous goods

in bulk
For application of requirements of Part D
to different classes of dangerous goods,
see table 7.17-2
7.17.3.1.1
7.17.3.1.2
7.17.3.1.3
7.17.3.1.4
7.17.3.2
7.17.3.3
7.17.3.4.1
x (1)
7.17.3.4.2
x (1)
7.17.3.5
7.17.3.6.1
7.17.3.6.2
7.17.3.7
7.17.3.8.1
7.17.3.8.2
x (2)
7.17.3.9
7.17.3.10
(1) For classes 4 and 5.1 not applicable to closed freight containers.
For classes 2, 3, 6.1 and 8 when carried in closed freight containers the ventilation rate may be reduced to not less than two air
changes. For the purpose of this requirement a portable tank is a closed freight container.
(2) Applies only to ro-ro spaces, not capable of being sealed.
Note: Wherever x appears in the table it means that this requirement is applicable to all classes of dangerous goods as given in the appropriate line
of table 7.17-3, except as indicated by the notes.
Table 7.17-2 - Application of the requirements of 7.17.3 to different classes of dangerous goods
for craft and cargo spaces solid dangerous goods in bulk
4.1
4.2
4.3 (3)
5.1
6.1
7.17.3.1.1
Section
Class
7.17.3.1.2
7.17.3.2
x (4)
x (5)
x (5)
7.17.3.4.1
x (4)
7.17.3.4.2
x (6)
x (4)
x (4) (6)
x (4) (6)
7.17.3.4.3
7.17.3.6
(3) The hazards of substances in this Class which may be carried in bulk are such that special consideration must be given by the
Administration to the construction and equipment of the craft involved in addition to meeting the requirements enumerated in this
Table.
(4) Only applicable to Seedcake containing solvent extractions, to Ammonium nitrate and to Ammonium nitrate fertilizers.
(5) Only applicable to Ammonium nitrate and to Ammonium nitrate fertilizers. However, a degree of protection in accordance with
standards contained in the International Electrotechnical Commission, publication 79Electrical Apparatus for Explosive Gas Atmospheres, is sufficient.
(6) Only suitable wire mesh guards are required.
February 2002
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162
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7.17.3.1.2
7.17.3.1.3
7.17.3.1.4
7.17.3.2
7.17.3.3
7.17.3.4.1
7.17.3.4.2
7.17.3.5
7.17.3.6
7.17.3.7
7.17.3.8
7.17.3.9
7.17.3.10
1.4
S
2.1
2.2
2.3
3.1, 3.2
liquids
23C
(11)
3.3
liquids
>23C
(11)
61C
X (7)
4.1
X (7)
4.2
4.3
X (7)
5.1
(9)
5.2
6.1
liquids
6.1
liquids
23C
(11)
6.1
liquids
23C
(11)
61C
X (7)
6.1
solids
(7) When mechanically-ventilated spaces are required by the International Maritime Dangerous Goods Code (IMDG Code), as amended.
(8) Stow 3 m horizontally away from the machinery space boundaries in all cases.
(9) Refer to the International Maritime Dangerous Goods Code.
(10) As appropriate to the goods being carried.
(11) Refer to flashpoint.
1.11.6
(8)
7.17.3.1.1
Section
Class
8
liquids
8
liquids
23C
(11)
8
liquids
23C
(11)
61C
8
solids
Table 7.17-3 - Application of the requirements of section 7.17.3 to different classes of dangerous goods except solid dangerous goods in bulk
X (10)
X (7)
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February 2002
HSC Chapter 7
7.17.3.3
Detection system
7.17.3.8
Enclosed cargo spaces shall be provided with an approved

automatic smoke detection system complying with 7.7.1 or
with a detection system which, in the opinion of the Administration gives equivalent protection.
7.17.3.4
Ventilation
Fixed fire extinguishing system
7.17.3.8.1
Cargo spaces, except for open decks, shall
be provided with an approved fixed fire extinguishing system complying with the provisions of 7.7.3 or with a fire
extinguishing system which, in the opinion of the Administration, gives equivalent protection for the cargo carried.
Note: For cargoes for which a fixed gas fire extinguishing system is
ineffective, refer to the List of cargoes in table 2 of MSC/Circ. 671.
7.17.3.4.1
Adequate power ventilation shall be provided in enclosed spaces. The arrangement shall be such as
to provide for at least six air changes per hour in the cargo
space based on an empty space and for removal of vapours
from the upper or lower parts of the space, as appropriate.
7.17.3.4.3
Natural ventilation shall be provided in
enclosed spaces intended for the carriage of solid dangerous goods in bulk, where there is no provision for
mechanical ventilation.
7.17.3.8.2
Each open ro-ro space having a deck above
it and each ro-ro space not capable of being sealed shall be
fitted with an approved fixed pressure water-spraying system for manual operation which shall protect all parts of
any deck and vehicle platform in such space, except that
the Administration may permit the use of any other fixed
fire-extinguishing system that has been shown by full-scale
test to be no less effective. In any event the drainage and
pumping arrangements shall be such as to prevent the
build-up of free surfaces. If this is not possible the adverse
effect upon stability of the added weight and free surface of
water shall be taken into account to the extent deemed necessary by the Administration in its approval of the stability
information.
7.17.3.5
7.17.3.9
7.17.3.4.2
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.
Bilge pumping
Where it is intended to carry flammable or toxic liquids in

enclosed spaces, the bilge pumping system shall be
designed to ensure against inadvertent pumping of such liquids through machinery space piping or pumps. Where
large quantities of such liquids are carried, consideration
shall be given to the provision of additional means of draining those spaces.
7.17.3.6
Personnel protection
7.17.3.6.2
At least two self-contained breathing apparatuses additional to those required by 7.10 shall be provided.
7.17.3.7
A separation shall be provided between a ro-ro space and

an adjacent open ro-ro space. The separation shall be such
as to minimize the passage of dangerous vapours and liquids between such spaces. Alternatively, such separation
need not be provided if both spaces fully comply with the
requirements for ro-ro spaces in Part D.
7.17.3.10
7.17.3.6.1
Four sets of full protective clothing resistant
to chemical attack shall be provided in addition to the firefighter's outfits required by 7.10. The protective clothing
shall cover all skin, so that no part of the body is
unprotected.
Separation between ro-ro spaces and

weather decks
A separation shall be provided between a ro-ro space and

the adjacent weather deck. The separation shall be such as
to minimize the passage of dangerous vapours and liquids
between such spaces. Alternatively, a separation need not
be provided if the ro-ro space fully complies with the
requirements for ro-ro spaces in Part D. However, a separation is still required when dangerous goods carried shall be
loaded on the weather deck only.
Portable fire extinguishers

7.17.4
Portable fire extinguishers with a total capacity of at least 12

kg of dry powder or equivalent shall be provided for the
cargo spaces. These extinguishers shall be in addition to any
portable fire extinguishers required elsewhere in this
chapter.
February 2002
Separation between ro-ro spaces and

open ro-ro spaces
Document of compliance
The Administration shall provide the craft with an appropriate document as evidence of compliance of construction
and equipment with the requirements of this Part D.
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CHAPTER 8
8.1
LIFE-SAVING APPLIANCES AND ARRANGEMENTS
General and definitions
8.1.1
Life-saving appliances and arrangements
shall enable abandonment of the craft in accordance with
the requirements of 4.7 and 4.8.
8.1.2
Except where otherwise provided in this
Code, the life-saving appliances and arrangements required
by this chapter shall meet the detailed specifications set out
in chapter III of the Convention and the LSA Code and be
approved by the Administration.
C8.1.2
Davits and life saving arrangements permanently attached to the hull structure are to be examined by
the Society in accordance with the applicable requirements
of Chapter III of the Convention and the LSA Code.
8.1.3
Before giving approval to life-saving appliances and arrangements, the Administration shall ensure
that such life-saving appliances and arrangements:
8.1.5
Before accepting life-saving appliances and
arrangements that have not been previously approved by
the Administration, the Administration shall be satisfied that
life-saving appliances and arrangements comply with the
requirements of this chapter.
8.1.6
Except where otherwise provided in this
Code, life-saving appliances required by this chapter for
which detailed specifications are not included in the LSA
Code shall be to the satisfaction of the Administration.
8.1.7
The Administration shall require life-saving
appliances to be subjected to such production tests as are
necessary to ensure that the life-saving appliances are manufactured to the same standard as the approved prototype.
8.1.8
Procedures adopted by the Administration
for approval shall also include the conditions whereby
approval would continue or would be withdrawn.
.1
are tested to confirm that they comply with
the requirements of this chapter, in accordance with the
recommendations of the Organization (see note); or
8.1.9
The Administration shall determine the
period of acceptability of life-saving appliances which are
subject to deterioration with age. Such life-saving appliances shall be marked with a means for determining their
age or the date by which they shall be replaced.
.2
have successfully undergone, to the satisfaction of the Administration, tests which are substantially
equivalent to those specified in those recommendations.
8.1.10
For the purposes of this chapter, unless
expressly provided otherwise:
Note: Refer to the Revised Recommendation on Testing of Life-Saving Appliances, adopted by the Organization by resolution
MSC.81(70).
8.1.4
Before giving approval to novel life-saving
appliances or arrangements, the Administration shall ensure
that such appliances or arrangements:
.1
provide safety standards at least equivalent
to the requirements of this chapter and have been evaluated
and tested in accordance with the recommendations of the
Organization (see note); or
.2
have successfully undergone, to the satisfaction of the Administration, evaluation and tests which are
substantially equivalent to those recommendations.
Note: Refer to the Code of Practice for the Evaluation, Testing and
Acceptance of Prototype Novel Life-Saving Appliances and
Arrangements, adopted by the Organization by resolution
A.520(13).
164
.1
Detection is the determination of the location of survivors or survival craft.
.2
Embarkation ladder is the ladder provided
at survival craft embarkation stations to permit safe access
to survival craft after launching.
.3
Embarkation station is the place from
which a survival craft is boarded. An embarkation station
may also serve as an assembly station, provided there is sufficient room, and the assembly station activities can safely
take place there.
.4
Float-free launching is that method of
launching a survival craft whereby the craft is automatically
released from a sinking craft and is ready for use.
.5
Free-fall launching is that method of
launching a survival craft whereby the craft with its complement of persons and equipment on board is released and
allowed to fall into the sea without any restraining
apparatus.
Bureau Veritas
February 2002
HSC Chapter 8
.6
Immersion suit is a protective suit which
reduces the body heat-loss of a person wearing it in cold
water.
.7
Inflatable appliance is an appliance which
depends upon non-rigid, gas-filled chambers for buoyancy
and which is normally kept uninflated until ready for use.
.8
Inflated appliance is an appliance which
depends upon non-rigid, gas-filled chambers for buoyancy
and which is normally kept inflated and ready for use at all
times.
.9
Launching appliance or arrangement is a
means of transferring a survival craft or rescue boat from its
stowed position safely to the water.
.10
Marine evacuation system (MES) is an
appliance designed to rapidly transfer a large number of
persons from an embarkation station by means of a passage
to a floating platform for subsequent embarkation into associated survival craft or directly into associated survival craft.
.11
Novel life-saving appliance or arrangement
is a life-saving appliance or arrangement which embodies
new features not fully covered by the provisions of this
chapter but which provides an equal or higher standard of
safety.
.12
Rescue boat is a boat designed to assist
and rescue persons in distress and to marshal survival craft.
.13
Retrieval is the safe recovery of survivors.
.14
Retro-reflective material is a material
which reflects in the opposite direction a beam of light
directed on it.
.15
Survival craft is a craft capable of sustaining the lives of persons in distress from the time of
abandoning the craft.
.16
Thermal protective aid is a bag or suit of
waterproof material with low thermal conductance.
8.2
.2
at least one radar transponder shall be carried on each side of every passenger high-speed craft and of
every cargo high-speed craft of 500 gross tonnage and
upwards. Such radar transponders shall conform to performance standards not inferior to those adopted by the
Organization (see note 2). The radar transponders shall be
stowed in such locations that they can be rapidly placed in
any one of the liferafts. Alternatively, one radar transponder
shall be stowed in each survival craft.
Note 1 : Refer to the Recommendation on Performance Standards
for Survival Craft Portable Two-Way VHF Radiotelephone Apparatus, adopted by the Organization by resolution A.809(19).
Note 2 : Refer to the Recommendation on Performance Standards
for Survival Craft Radar Transponders for Use in Search and Rescue
Operations, adopted by the Organization by resolution A.802(19).
8.2.2
Craft shall be provided with the following onboard communications and alarm systems:
.1
an emergency means comprising either fixed
or portable equipment or both for two-way communications between emergency control stations, assembly and
embarkation stations and strategic positions on board;
.2
a general emergency alarm system complying with the requirements of paragraph 7.2.1 of the LSA
Code to be used for summoning passengers and crew to
assembly stations and to initiate the actions included in the
muster list. The system shall be supplemented by a public
address system complying with the requirements of paragraph 7.2.2 of the LSA Code, or by other suitable means of
communication. The systems shall be operable from the
8.2.3
8.2.3.1
All craft shall be provided with a portable
daylight signalling lamp which is available for use in the
operating compartment at all times and which is not
dependent on the craft's main source of electrical power.
8.2.3.2
Craft shall be provided with not less than 12
rocket parachute flares, complying with the requirements of
paragraph 3.1 of the LSA Code, stowed in or near the operating compartment.
Communications
8.3
8.2.1
Craft shall be provided with the following
radio life-saving appliances:
.1
at least three two-way VHF radiotelephone
apparatus shall be provided on every passenger high-speed
craft and on every cargo high-speed craft of 500 gross tonnage and upwards. Such apparatus shall conform to
performance standards not inferior to those adopted by the
Organization (see note 1);
February 2002
Signalling equipment
Personal life-saving appliances
8.3.1
Where passengers or crew have access to
exposed decks under normal operating conditions, at least
one lifebuoy on each side of the craft capable of quick
release from the control compartment and from a position
at or near where it is stowed, shall be provided with a selfigniting light and a self-activating smoke signal. The positioning and securing arrangements of the self-activating
smoke signal shall be such that it cannot be released or acti-
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165
HSC Chapter 8
Muster list, emergency

instructions and manuals
vated solely by the accelerations produced by collisions or

groundings.
8.4
8.3.2
At least one lifebuoy shall be provided adjacent to each normal exit from the craft and on each open
deck to which passengers and crew have access, subject to
a minimum of two being installed.
8.4.1
Clear instructions to be followed in the event
of an emergency shall be provided for each person on
board.
Note: Refer to the Guidelines for passenger safety instructions on
ro-ro passenger ships (MSC/Circ.681).
8.3.3
Lifebuoys fitted adjacent to each normal exit
from the craft shall be fitted with buoyant lines of at least 30
m in length.
8.3.4
Not less than half the total number of lifebuoys shall be fitted with self-igniting lights. However, the
lifebuoys provided with self-igniting lights shall not include
those provided with lines in accordance with 8.3.3.
8.3.5
A lifejacket complying with the requirements
of paragraph 2.2.1 or 2.2.2 of the LSA Code be provided for
every person on board the craft and, in addition:
.1
a number of lifejackets suitable for children
equal to at least 10% of the number of passengers on board
shall be provided or such greater number as may be
required to provide a lifejacket for each child;
.2
every passenger craft shall carry lifejackets
for not less than 5% of the total number of persons on
board. These lifejackets shall be stowed in conspicuous
places on deck or at assembly stations;
.3
a sufficient number of lifejackets shall be carried for persons on watch and for use at remotely located
survival craft and rescue boat stations; and
.4
all lifejackets shall be fitted with a light,
which complies with the requirements of paragraph 2.2.3 of
the LSA Code.
8.3.6
Lifejackets shall be so placed as to be readily
accessible and their positions shall be clearly indicated.
8.3.7
An immersion suit, of an appropriate size,
complying with the requirements of paragraph 2.3 of the
LSA Code shall be provided for every person assigned to
crew the rescue boat.
8.3.8
An immersion suit or anti-exposure suit shall
be provided for each member of the crew assigned, in the
muster list, to duties in an MES party for embarking passengers into survival craft. These immersion suits or antiexposure suits need not be required if the craft is constantly
engaged on voyages in warm climates where, in the opinion
of the Administration, such suits are unnecessary.
166
8.4.2
Muster lists complying with the requirements
of regulation III/37 of the Convention shall be exhibited in
conspicuous places throughout the craft including the control compartment, engine-room and crew accommodation
spaces.
8.4.3
Illustrations and instructions in appropriate
languages shall be posted in public spaces and be conspicuously displayed at assembly stations, at other passenger
spaces and near each seat to inform passengers of:
.1
.2
emergency;
.3
their assembly station;

the essential actions they must take in an
the method of donning lifejackets.
8.4.4
Every passenger craft shall have passenger
assembly stations:
.1
in the vicinity of, and which provide ready
access for all the passengers to, the embarkation stations
unless in the same location; and
.2
which have ample room for the marshalling
and instruction of passengers.
8.4.5
A training manual complying with the
requirements of 18.2.3 shall be provided in each crew
messroom and recreation room.
8.5
Operating instructions
8.5.1
Poster or signs shall be provided on or in the
vicinity of survival craft and their launching controls and
shall:
.1
illustrate the purpose of controls and the procedures for operating the appliance and give relevant
instructions and warnings:
.2
conditions;
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February 2002
HSC Chapter 8
.3
use symbols in accordance with the recommendations of the Organization (see note).
8.6.8
Means shall be available to prevent any discharge of water on to survival craft when launched.
Note: Refer to Symbols related to Life-Saving Appliances and

Arrangements, adopted by the Organization by resolution
A.760(18), as amended by resolution MSC.82(70).
8.6.9
8.6
Each survival craft shall be stowed:
.1
so that neither the survival craft nor its stowage arrangements will interfere with the operation of any
other survival craft or rescue boat at any other launching
station;
Survival craft stowage
8.6.1
Survival craft shall be securely stowed outside and as close as possible to the passenger accommodation and embarkation stations. The stowage shall be such
that each survival craft can be safely launched in a simple
manner and remain secured to the craft during and subsequent to the launching procedure. The length of the securing lines and the arrangements of the bowsing lines shall be
such as to maintain the survival craft suitably positioned for
embarkation. The Administrations may permit the use of adjustable securing and/or bowsing lines at exits where more
than one survival craft is used. The securing arrangements
for all securing and bowsing lines shall be of sufficient
strength to hold the survival craft in position during the
evacuation process.
.2
in a state of continuous readiness;
.3
fully equipped; and
.4
as far as practicable, in a secure and sheltered position and protected from damage by fire and
explosion.
8.6.10
Every liferaft shall be stowed with its painter
permanently attached to the craft and with a float free
arrangement complying with the requirements of paragraph
4.1.6 of the LSA Code so that, as far as practicable, the liferaft floats free and, if inflatable, inflates automatically should
the high speed craft sink.
8.6.2
Survival craft shall be so stowed as to permit
release from their securing arrangements at or near to their
stowage position on the craft and from a position at or near
to the operating compartment.
8.6.11
8.6.3
So far as is practicable, survival craft shall be
distributed in such a manner that there is an equal capacity
on both sides of the craft.
.2
in a position suitable for launching and
recovery; and
8.6.4
The launching procedure for inflatable liferafts shall, where practicable, initiate inflation. Where it is
not practicable to provide automatic inflation of liferafts (for
example, when the liferafts are associated with an MES), the
arrangement shall be such that the craft can be evacuated
within the time specified in 4.8.1.
8.6.5
Survival craft shall be capable of being
launched and then boarded from the designated embarkation stations in all operational conditions and also in all
conditions of flooding after receiving damage to the extent
prescribed in chapter 2.
8.6.6
Survival craft launching stations shall be in
such positions as to ensure safe launching having particular
regard to clearance from the propeller or waterjet and
steeply overhanging portions of the hull.
8.6.7
During preparation and launching, the survival craft and the area of water into which it is to be
launched shall be adequately illuminated by the lighting
supplied from the main and emergency sources of electrical
power required by chapter 12.
February 2002
Rescue boats shall be stowed:
.1
in a state of continuous readiness for launching in not more than 5 min;
.3
so that neither the rescue boat nor its stowage arrangements will interfere with the operation of
survival craft at any other launching station.
8.6.12
Rescue boats and survival craft shall be
secured and fastened to the deck so that they at least withstand the loads likely to arise due to a defined horizontal
collision load for the actual craft and the vertical design
load at the stowage position.
8.7
Survival craft and rescue boat

embarkation and recovery
arrangements
8.7.1
Embarkation stations shall be readily accessible from accommodation and work areas. If the designated
assembly stations are other than the passenger spaces, the
assembly stations shall be readily accessible from the passenger spaces, and the embarkation stations shall be readily
accessible from the assembly stations.
8.7.2
Evacuation routes, exits and embarkation
points shall comply with the requirements of 4.7.
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8.7.3
Alleyways, stairways and exits giving access
to the assembly and embarkation stations shall be adequately illuminated by lighting supplied from the main and
emergency source of electrical power required by chapter
12.
8.7.4
Where davit-launched survival craft are not
fitted, MES or equivalent means of evacuation shall be provided in order to avoid persons entering the water to board
survival craft. Such MES or equivalent means of evacuation
shall be so designed as to enable persons to board survival
craft in all operational conditions and also in all conditions
of flooding after receiving damage to the extent prescribed
in chapter 2.
8.7.5
Subject to survival craft and rescue boat
embarkation arrangements being effective within the environmental conditions in which the craft is permitted to
operate and in all undamaged and prescribed damage conditions of trim and heel, where the freeboard between the
intended embarkation position and the waterline is not
more than 1.5 m, the Administration may accept a system
where persons board liferafts directly.
8.7.6
Rescue boat embarkation arrangements shall
be such that the rescue boat can be boarded and launched
directly from the stowed position and recovered rapidly
when loaded with its full complement of persons and
equipment.
8.7.7
Launching systems for rescue boats on category B craft may be based on power supply from the craft's
power supply under the following conditions:
.1
the davit or crane shall be supplied with
power from 2 sources in each independent engine room;
.2
the davit or crane shall comply with the
required launching, lowering and hoisting speeds when
using only one power source; and
.3
the davit or crane is not required to be activated from a position within the rescue boat.
8.8
A line-throwing appliance complying with the requirements

of paragraph 7.1 of the LSA Code shall be provided.
8.9
Operational readiness,
maintenance and inspections
8.9.1
Operational readiness
Before the craft leaves port and at all times during the voyage, all life-saving appliances shall be in working order and
ready for immediate use.
8.9.2
8.7.9
Rescue boat davits or cranes may be
designed for launching and recovering the boat with 3 persons only on the condition that an additional boarding
arrangement is available on each side complying with 8.7.5.
8.7.10
A safety knife shall be provided at each MES
embarkation station.
168
Maintenance
.1
Instructions for on-board maintenance of lifesaving appliances complying with the requirements of regulation III/36 of the Convention shall be provided and
maintenance shall be carried out accordingly.
.2
The Administration may accept, in lieu of the
instructions required by .1, a shipboard planned maintenance programme which includes the requirements of
regulation III/36 of the Convention.
8.9.3
Maintenance of falls
8.9.3.1
Falls used in launching shall be turned end
for end at intervals of not more than 30 months and be
renewed when necessary due to deterioration of the falls or
at intervals of not more than five years, whichever is the
earlier.
8.9.3.2
The Administration may accept in lieu of
end for ending required in 8.9.3.1, periodic inspection of
the falls and their renewal whenever necessary due to deterioration or at intervals of not more than four years,
whichever is the earlier.
8.9.4
8.7.8
On multihull craft with a small HL1angle of
heel and trim, the design angles in paragraph 6.1 of the LSA
Code may be changed from 20 / 10 to the maximum
angles calculated in accordance with annex 7, including
heeling lever HL2, HTL, HL3 or HL4.
Line-throwing appliance
Spares and repair equipment
Spares and repair equipment shall be provided for life-saving appliances and their components which are subject to
excessive wear or consumption and need to be replaced
regularly.
8.9.5
Weekly inspection
The following tests and inspections shall be carried out

weekly:
.1
all survival craft, rescue boats and launching
appliances shall be visually inspected to ensure that they
are ready for use;
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February 2002
HSC Chapter 8
.2
all engines in rescue boats shall be run ahead
and astern for a total period of not less than 3 min provided
the ambient temperature is above the minimum temperature required for starting and running the engine. During
this period of time, it should be demonstrated that the gearbox and gearbox train are engaging satisfactorily. If the
special characteristics of an outboard motor fitted to a rescue boat would not allow it to be run other than with its
propeller submerged for a period of 3 min, it should be run
for such period as prescribed in the manufacturer's handbook; and
.3
tested.
the general emergency alarm system shall be
8.9.6
Monthly inspections
8.9.9.1
The new and novel liferaft arrangement shall
maintain the same standard, as required by testing procedure, throughout the extended service intervals.
8.9.9.2
The liferaft system shall be checked on board
by certified personnel according to paragraph 8.9.7.1.
8.9.9.3
Service at intervals not exceeding five years
shall be carried out in accordance with recommendations
of the Organization.
8.9.10
All repairs and maintenance of inflated rescue boats shall be carried out in accordance with the
manufacturer's instructions. Emergency repairs may be carried out on board the craft, however, permanent repairs
shall be effected at an approved servicing station.
Inspection of the life-saving appliances, including survival

craft equipment shall be carried out monthly using the
checklist required by regulation III/36.1 of the Convention
to ensure that they are complete and in good order. A
report of the inspection shall be entered in the log-book.
8.9.11
An Administration which permits extension
of liferaft service intervals in accordance with 8.9.9 shall
notify the Organization of such action in accordance with
regulation I/5(b) of the Convention.
8.9.7
8.9.12
Servicing of inflatable liferafts, inflatable

lifejackets, marine evacuation systems
and inflated rescue boats
Periodic servicing of hydrostatic release

units
Hydrostatic release units shall be serviced:
8.9.7.1
Every inflatable liferaft, inflatable lifejacket
and MES shall be serviced:
.1
at intervals not exceeding 12 months, provided where in any case this is impracticable, the
Administration may extend this period by one month;
.2
at an approved servicing station which is
competent to service them, maintains proper servicing facilities and uses only properly trained personnel.
Note: Refer to the Recommendation on Conditions for the
Approval of Servicing Stations for Inflatable Liferafts, adopted by
the Organization by resolution A.761(18), as amended by resolution MSC.55(66).
8.9.8
Rotational deployment of marine

evacuation systems
In addition to or in conjunction with the servicing intervals

of marine evacuation systems required by 8.9.7.1, each
marine evacuation system shall be deployed from the craft
on a rotational basis at intervals to be agreed by the Administration provided that each system is to be deployed at least
once every six years.
8.9.9
An Administration which approves new and
novel inflatable liferaft arrangements pursuant to 8.1 may
allow for extended service intervals under the following
conditions:
February 2002
.1
at intervals not exceeding 12 months, provided where in any case this is impracticable, the
Administration may extend this period by one month;
.2
at a servicing station which is competent to
service them, maintains proper servicing facilities and uses
only properly trained personnel.
8.9.13
Marking of stowage locations
Containers, brackets, racks and other similar stowage locations for life-saving equipment, shall be marked with
symbols in accordance with the recommendations of the
Organization, indicating the devices stowed in that location
for that purpose. If more than one device is stowed in that
location, the number of devices shall also be indicated.
8.9.14
Periodic servicing of launching

appliances
8.9.14.1
Launching appliances:
.1
shall be serviced at recommended intervals
in accordance with instructions for on-board maintenance
as required by regulation III/36 of the Convention;
.2
shall be subjected to a thorough examination
at intervals not exceeding 5 years; and
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HSC Chapter 8
.3
shall upon completion of the examination in
.2 be subjected to a dynamic test of the winch brake in
accordance with paragraph 6.1.2.5.2 of the LSA Code.
8.10
Survival craft and rescue boats
8.10.1
All craft shall carry:
.5.3 the craft is sufficiently manoeuvrable to close in

and recover persons in the worst intended
conditions.
.6
notwithstanding the provisions of .4 and .5
above, craft shall carry sufficient rescue boats to ensure
that, in providing for abandonment by the total number of
persons the craft is certified to carry:
.6.1 not more than nine of the liferafts provided in
accordance with 8.10.1.1 are marshalled by
each rescue boat; or
.1
survival craft with sufficient capacity as will
accommodate not less than 100% of the total number of
persons the craft is certified to carry, subject to a minimum
of two such survival craft being carried;
.6.2 if the Administration is satisfied that the rescue

boats are capable of towing a pair of such liferafts simultaneously, not more than 12 of the
liferafts provided in accordance with 8.10.1.1
are marshalled by each rescue boat; and
.2
in addition, survival craft with sufficient
aggregate capacity to accommodate not less than 10% of
the total number of persons the craft is certified to carry;
.3
sufficient survival craft to accommodate the
total number of persons the craft is certified to carry, even in
the event that all the survival craft to one side of the craft
centreline and within the longitudinal extent of damage
defined in 2.6.7.1 are considered lost or rendered
unserviceable;
.4
at least one rescue boat for retrieving persons
from the water, but not less than one such boat on each
side when the craft is certified to carry more than 450
passengers;
.5
craft of less than 30 m in length may be
exempted from carrying a rescue boat, provided the craft
meets all of the following requirements:
170
.6.3 the craft can be evacuated within the time specified in 4.8.
8.10.2
Where the Administration considers it appropriate, in view of the sheltered nature of the voyages and
the suitable climatic conditions of the intended area of
operations, the Administration may permit the use of open
reversible inflatable liferafts complying with annex 11 on
category A craft as an alternative to liferafts complying with
paragraph 4.2 or 4.3 of the LSA Code.
8.11
Helicopter pick-up areas
.5.1 the craft is arranged to allow a helpless person

to be recovered from the water;
8.11.1
Craft operating on voyages having a duration
of 2 h or more between each port of call shall be provided
with a helicopter pick-up area approved by the Administration having regard to the recommendations adopted by the
Organization.
.5.2 recovery of the helpless person can be observed

from the navigating bridge; and
Note: Refer to the Merchant ship search and rescue manual (MERSAR), adopted by the Organization by resolution A.229(VII), as
amended.
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February 2002
HSC Chapter 9
CHAPTER 9
MACHINERY
Part A
9.1
General
.6
the hydraulic, pneumatic or electrical means
for control in main propulsion machinery, including controllable-pitch propellers.
General
9.1.1
The machinery, associated piping systems
and fittings relating to main machinery and auxiliary power
units shall be of a design and construction adequate for the
service for which they are intended and shall be so installed
and protected as to reduce to a minimum any danger to
persons on board, due regard being paid to moving parts,
hot surfaces and other hazards. The design shall have
regard to materials used in construction, the purpose for
which the equipment is intended, the working conditions to
which it will be subjected and the environmental conditions
on board.
9.1.2
All surfaces with temperatures exceeding
220C where impingement of flammable liquids may occur
as a result of a system failure shall be insulated. The insulation shall be impervious to flammable liquids and vapours.
9.1.3
Special consideration shall be given to the
reliability of single essential propulsion components and a
separate source of propulsion power sufficient to give the
craft a navigable speed, especially in the case of unconventional arrangements, may be required.
9.1.4
Means shall be provided whereby normal
operation of propulsion machinery can be sustained or
restored even though one of the essential auxiliaries
becomes inoperative. Special consideration shall be given
to the malfunctioning of:
.1
a generating set which serves as a main
source of electrical power;
.2
the fuel oil supply systems for engines;
.3
the sources of lubricating oil pressure;
.4
the sources of water pressure;
9.1.5
Means shall be provided to ensure that the
machinery can be brought into operation from the dead
craft condition without external aid.
9.1.6
All parts of machinery, hydraulic, pneumatic
and other systems and their associated fittings which are
under internal pressure shall be subjected to appropriate
tests including a pressure test before being put into service
for the first time.
9.1.7
Provision shall be made to facilitate cleaning,
inspection and maintenance of main propulsion and auxiliary machinery including boilers and pressure vessels.
9.1.8
The reliability of machinery installed in the
craft shall be adequate for its intended purpose.
9.1.9
The Administration may accept machinery
which does not show detailed compliance with the Code
where it has been used satisfactorily in a similar application,
provided that it is satisfied:
.1
that the design, construction, testing, installation and prescribed maintenance are together adequate for
its use in a marine environment; and
.2
achieved.
that an equivalent level of safety will be
9.1.10
A failure mode and effect analysis shall
include machinery systems and their associated controls.
.5
an air compressor and receiver for starting or
control purposes;
February 2002
However, having regard to overall safety considerations, a

partial reduction in propulsion capability from normal operation may be accepted.
9.1.11
Such information as is necessary to ensure
that machinery can be installed correctly regarding such
factors as operating conditions and limitations shall be
made available by the manufacturers.
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9.1.12
Main propulsion machinery and all auxiliary
machinery essential to the propulsion and the safety of the
craft shall, as fitted in the craft, be designed to operate
when the craft is upright and when inclined at any angle of
list up to and including 15 either way under static conditions and 22.5 under dynamic conditions (rolling) either
way and simultaneously inclined by dynamically (pitching)
7.5 by bow or stern. The Administration may permit deviation from these angles, taking into consideration the type,
size and service conditions of the craft.
9.1.13
All boilers, and pressure vessels and associated piping systems shall be of a design and construction
adequate for the purpose intended and shall be so installed
and protected as to minimise danger to persons on board.
In particular, attention shall be paid to the materials used in
the construction and the working pressures and temperatures at which the item will operate and the need to provide
an adequate margin of safety over the stresses normally produced in service. Every boiler, pressure vessel and
associated piping systems shall be fitted with adequate
means to prevent over-pressures in service and be subjected
to a hydraulic test before being put into service, and where
appropriate at subsequent specified intervals, to a pressure
suitably in excess of the working pressure.
C9.1.15
Classification
C9.1.15.1
Designs which deviate from the Rules may
be approved provided that such designs have been examined by the Society for suitability and have been recognized
as equivalent.
C9.1.15.2
Machinery installations which have been
developed on novel principles and/or which have not yet
been sufficiently tested in shipboard service require the
Society's special approval.
Such machinery may be designated by a suffix attached to
the character of classification and be subjected to intensified survey, if sufficiently reliable proof cannot be provided
of its suitability and equivalence.
C9.1.15.3
In addition to the Rules, the Society reserves
the right to impose further requirements in respect of all
types of machinery, where this is unavoidable due to new
findings or operational experience, or the Society may permit deviations from the Rules where these are specially
warranted.
C9.1.15.4
National rules or regulations outside the
Society Rules remain unaffected.
C9.1.16
C9.1.13
Pressure vessels and steam and hot water
generators are to be designed, constructed, equipped and
tested according to Society Rules.
For the installation of oil-fired steam and hot-water generators automatic oil, steam or air atomizing burners or rotary
cup burners complying with Society Rules are to be
provided.
9.1.14
Arrangements shall be provided to ensure
that, in the event of failure in any liquid cooling system, it is
rapidly detected and alarmed (visual and audible) and
means instituted to minimise the effects of such failures on
machinery serviced by the system.
Ambient conditions
The selection, layout and arrangement of all shipboard

machinery, equipment and appliances is to be such as to
ensure faultless continuous operation under the ambient
conditions specified in Tables C9.1 and C9.2.
C9.1.17
Design and construction of machinery

installation
C9.1.17.1
General
Main propulsion and manoeuvring equipment must provide

full control of speed and direction of the craft.
Every important, automatically or remote controlled system
must have alternative arrangements for operation.
Table C9.1 - Inclinations (see note)

Angle of inclinations () (2)
Installations, Components
Athwartship
Main and auxiliary machinery

Ship safety equipment, e.g. emergency power installations, emergency
fire pumps and their drives
Switchgear, electrical and electronic appliances (1) and remote-control
systems
Fore-and-aft
static
dynamic
static
dynamic
15
22,5
7,5
22,5
22,5
10
10
(1) Up to an angle of inclination of 45 no undesired switching operations or functional changes may occur.
(2) Athwartships and fore-and-aft inclinations may occur simultaneously.
Note: The Society may be consider deviations from these angles, taking into consideration the type, size and service condition of the craft.
172
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Table C9.2 - Environmental conditions for machinery and electrical installations (see note)
Seawater temperature +32C
Ambient air temperature 25C to +45C, relative humidity (1 bar / 45C) 60%
Enclosed machinery spaces
Temperature range 0C to 55C. Relative humidity 100%.

Ability to withstand oil vapour and salt-laden air
Air-conditioned control rooms
Temperature range 0C to 40C. Relative humidity 80%
Open deck
Temperature range 25C to +45C. Ability to withstand temporary flooding

with seawater and salt-laden spray
Note: The Society may approve other conditions for craft operating only in special agreed geographical areas.
C9.1.17.2
C9.1.18.2
Sea trials with propulsion engines driving
fixed propellers:
Materials, welding and tests
.1
All materials and components subject to the
Rules are to be manufactured and tested in accordance with
Society Rules.
The fabrication of welded components,

approval of companies and testing of welders are subject to
Society Rules.
.2
.3
Machinery and its components are subject to
constructional and material tests, pressure and leakage tests
and trials. All the tests prescribed in the following sections
are to be conducted under the supervision of the Society.
.1
At rated engine speed no for at least 4 hours,
with gas turbines for at least 2 hours;
.2
At minimum on-load speed;
.3
Starting and reversing manoeuvres;
.4
Astern trial with n = 0,7 no for at least 15
minutes;
.5
Final testing of monitoring and safety
systems.
.4
In the case of parts produced in series, other
methods of testing may be agreed with the Society instead
of the tests prescribed, provided that the former are recognized as equivalent by the Society.
.5
The Society reserves the right, where necessary, to increase the scope of the tests and also to subject to
testing those parts which are not expressly required to be
tested according to the Rules.
.6
After installation on board of propulsion and
auxiliary machinery, operational functioning of the machinery including the associated auxiliary equipment is to be
verified. All safety equipment is to be tested, unless adequate testing has already been performed at the
manufacturer's works in the presence of the Society
Representative.
C9.1.18.3
Sea trials with propulsion engines driving
controllable-pitch propellers, reversing gears or water jets:
.1
At 100% power at engine speed no for at
least 4 hours, with gas turbines for at least 2 hours.
.2
Manoeuvring trials with various propeller
pitches. Where provision is made for combinator operation,
the combinator curves are to be plotted and verified by
measurements.
.3
Astern trial with approximately 70% power
for at least 15 minutes.
.4
Final testing of monitoring and safety
systems.
.7
In addition, the entire machinery installation
is to be tested during sea trials as far as possible under
intended service conditions.
C9.1.18
Shipboard trials (dock and sea trials)
C9.1.18.1
Dock trials are to be carried out to the satisfaction of the Society Surveyor.
February 2002
C9.1.18.4
The engines driving electrical generators are
to be subjected to an operational test for at least four hours
in accordance with the shipboard test programme of the
Society.
C9.1.18.5
Stopping test from full ahead is to be carried
out. Time and distance are to be noted.
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9.2
Engine (general)
9.2.1
The engines shall be fitted with adequate
safety monitoring and control devices in respect of speed,
temperature, pressure and other operational functions. Control of the machinery shall be from the craft's operating
compartment. Category B craft and cargo craft shall be provided with additional machinery controls in or close to the
machinery space. The machinery installation shall be suitable for operation as in an unmanned machinery space,
including automatic fire detection system, bilge alarm system, remote machinery instrumentation and alarm system
(see note). Where the space is continuously manned, this
requirement may be varied in accordance with the requirements of the Administration.
Note: Refer to part E of chapter II-1 of the Convention.
9.2.2
The engines shall be protected against overspeed, loss of lubricating oil pressure, loss of cooling
medium, high temperature, malfunction of moving parts
and overload. Safety devices shall not cause complete
engine shutdown without prior warning, except in cases
where there is a risk of complete breakdown or explosion.
Such safety devices shall be capable of being tested.
9.2.3
At least two independent means of stopping
the engines quickly from the operating compartment under
any operating conditions shall be available. Duplication of
the actuator fitted to the engine shall not be required.
9.2.4
The major components of the engine shall
have adequate strength to withstand the thermal and
dynamic conditions of normal operation. The engine shall
not be damaged by a limited operation at a speed or at temperatures exceeding the normal values but within the range
of the protective devices.
9.2.5
The design of the engine shall be such as to
minimise the risk of fire or explosion and to enable compliance with the fire precaution requirements of chapter 7.
9.2.6
Provision shall be made to drain all excess
fuel and oil to a safe position so as to avoid a fire hazard.
9.2.7
Provision shall be made to ensure that,
whenever practical, the failure of systems driven by the
engine shall not unduly affect the integrity of the major
components.
9.2.8
The ventilation arrangements in the machinery spaces shall be adequate under all envisaged operating
conditions. Where appropriate, arrangements shall ensure
that enclosed engine compartments are forcibly ventilated
to the atmosphere before the engine can be started.
9.2.9
Any engines shall be so installed as to avoid
excessive vibration within the craft.
174
9.3
Gas turbines
C9.3.0.1
For every gas turbine installation, the drawings and documents required in Society Rules are to be submitted in
triplicate for approval by the turbine manufacturer. The
Society reserves the right to ask for supplementary copies if
C9.3.0.2
The materials of shafts, turbine and compressor wheels, guide vanes and blades, turbine and
compressor casings, combustion chambers and heat
exchangers are to be tested in accordance with test specifications laid down by the gas turbine manufacturer and
recognized by the Society as part of the approval
procedure.
9.3.1
Gas turbines shall be designed to operate in
the marine environment and shall be free from surge or dangerous instability throughout its operating range up to the
maximum steady speed approved for use. The turbine
installation shall be arranged to ensure that the turbine cannot be continuously operated within any speed range where
excessive vibration, stalling, or surging may be encountered.
9.3.2
The gas turbines shall be designed and
installed such that any reasonably probable shedding of
compressor or turbine blades will not endanger the craft,
other machinery, occupants of the craft or any other
persons.
9.3.3
Requirements of 9.2.6 shall apply to gas turbines in respect of fuel which might reach the interior of the
jet pipe or exhaust system after a false start or after stopping.
9.3.4
Turbines shall be safeguarded as far as practicable against the possibility of damage by ingestion of
contaminants from the operating environment. Information
regarding the recommended maximum concentration of
contamination shall be made available. Provision shall be
made for preventing the accumulation of salt deposits on
the compressors and turbines and, if necessary, for preventing the air intake from icing.
9.3.5
In the event of a failure of a shaft or weak
link, the broken end shall not hazard the occupants of the
craft, either directly or by damaging the craft or its systems.
Where necessary, guards may be fitted to achieve compliance with these requirements.
9.3.6
Each engine shall be provided with an emergency overspeed shutdown device connected, where
possible, directly to each rotor shaft.
C9.3.6
Startup is to take place automatically, in a
fixed sequence.
Bureau Veritas
February 2002
HSC Chapter 9
9.3.7
Where an acoustic enclosure is fitted which
completely surrounds the gas generator and the high pressure oil pipes, a fire detection and extinguishing system shall
be provided for the acoustic enclosure.
C9.4.0.2
9.3.8
Details of the manufacturers' proposed automatic safety devices to guard against hazardous conditions
arising in the event of malfunction in the turbine installation
shall be provided together with the failure mode and effect
analysis.
C9.4.0.2.2 Diesel engines are to be designed such that

their rated power when running at rated speed can be delivered as continuous power.
9.3.9
The manufacturers shall demonstrate the
soundness of the casings. Intercoolers and heat exchangers
shall be hydraulically tested on each side separately.
C9.4.0.2.3 Subject to the approval of the Society for propulsion plants where overload is used/required frequently,
the diesel engines may be designed for a continuous power
(fuel stop power) which cannot be exceeded.
C9.3.10
The following minimum monitoring equipment is to be provided:
C9.4.0.2.4 Diesel engines for installation on board of

high speed craft must have been type-tested by the Society.
For this purpose, a type-approval test in accordance with
Society Rules for diesel engines is to be performed.
.1
Air pressure and temperature at compressor
Definitions
C9.4.0.2.1 For the purposes of these Rules, diesel

engines are reciprocating internal combustion engines.
The continuous power for which the engine is to be

designed is defined as in ISO 3046/1.
inlet,
.2
Gas pressure and temperature at gas genera-
tor outlet,
.3
Lubricating oil pressure and temperature,
.4
Gas generator and power turbine speeds.
C9.3.11
Gas turbine and compressor rotors are to be
dynamically balanced when in the condition ready for
assembly and are to undergo an overspeed test.
C9.3.12
C9.1.18.
Sea trials have to be carried out according to
9.4
Diesel engines for main

propulsion and essential
auxiliaries
C9.4.0.1
C9.4.1
The speed ranges where excessive vibrations
may be encountered are to be marked in red on the
tachometer, where practicable, and an instruction plate
indicating that the engine is not to be continuously operated within these speed ranges is to be fitted near each
control station.
9.4.2
All external high-pressure fuel delivery lines
between the high-pressure fuel pumps and fuel nozzles
shall be protected with a jacketed tubing system capable of
containing fuel from a high-pressure line failure. The jacketed tubing system shall include a means for collection of
leakages and arrangements shall be provided for an alarm
to be given of a fuel line failure.
For each diesel engine type, the drawings and documents

required in the Society Rules are to be submitted in triplicate to the Society for approval by the engine manufacturer.
The Society reserves the right to ask for supplementary copies if deemed necessary in particular cases.
C9.4.0.1.1 Auxiliary engines intended as prime movers
for harbour generator sets with less than 50 kW are not subject to approval.
February 2002
9.4.1
Any main diesel propulsion system shall have
satisfactory torsional vibration and other vibrational characteristics verified by individual and combined torsional and
other vibration analyses for the system and its components
from power unit through to propulsor.
9.4.3
Engines of a cylinder diameter of 200 mm or
a crankcase volume of 0.6 m3 and above shall be provided
with crankcase explosion relief valves of an approved type
with sufficient relief area. The relief valves shall be arranged
with means to ensure that discharge from them is directed
so as to minimise the possibility of injury to personnel.
C9.4.3
Where crankcase venting systems are provided, their clear opening is to be as small as possible.
The vent pipes of two or more engines are not to be
combined.
Bureau Veritas
175
HSC Chapter 9
9.4.4
The lubrication system and arrangements
shall be efficient at all running speeds, due consideration
being given to the need to maintain suction and avoid the
spillage of oil in all conditions of list and trim and degree of
motion of the craft.
9.4.5
Arrangements shall be provided to ensure
that visual and audible alarms are activated in the event of
either lubricating oil pressure or lubricating oil level falling
below a safe level, considering the rate of circulation of oil
in the engine. Such events shall also cause automatic reduction of engine speed to a safe level, but automatic shutdown
shall only be activated by conditions leading to a complete
breakdown, fire or explosion.
Drip pans of suitable size are to be mounted under fuel filters. The same applies to lubricating oil filters if oil can
escape during dismantling of the filter.
C9.4.9
Starting equipment
C9.4.9.1
The starting equipment is to enable engines
to be started up from the shut-down condition using the
starting equipment available in the machinery space.
C9.4.9.2
Details of the starting equipment as well as
the number of starts are to be in compliance with Society
Rules.
9.4.6
Where diesel engines are arranged to be
started, reversed or controlled by compressed air, the
arrangement of the air compressor, air receiver and air starting system shall be such as to minimise the risk of fire or
explosion.
C9.4.9.3
Starting air compressors are to be approved
according to Society Rules.
C9.4.10
Control equipment
C9.4.7
C9.4.10.1
Main engines
Engine control position
Tests and trials
Material tests for main components of diesel engines, pressure tests and shop trials have to be conducted according to
Society Rules for diesel engines.
C9.4.8
Filters
C9.4.8.1
Lubricating oil filters
Lubricating oil lines are to be fitted with lubricating oil filters of suitable size and fineness, located in the main oil
flow on the delivery side of the pumps.
Steps are to be taken to ensure that main flow filters can be
cleaned without interrupting operation and filtration.
C9.4.8.2
Fuel filters
The supply lines of the fuel-injection pumps are to be fitted

with switch-over duplex filters.
C9.4.8.3
Filters for emergency engines
Filter arrangements
Fuel and lubricating oil filters which are to be mounted

directly on the engine are not to be located above rotating
parts or in the immediate proximity of hot components.
Where this arrangement is not feasible, rotating parts and
hot components are to be sufficiently shielded.
176
.1
Speed.
.2
Lubricating oil pressure at engine inlet.
.3
Fuel pressure at engine inlet.
.4
Cylinder cooling water pressure.
.5
Starting air pressure.
.6
Charging air pressure.
.7
Control air pressure at engine inlet.
Indicators are to be provided directly on the engine for the

following readings:
For emergency diesel generators and emergency diesel fireextinguishing pump sets, simplex filters for fuel oil and
lubricating oil are acceptable.
C9.4.8.4
An engine control position is to be provided from which the

propulsion plant (including reversing gear or controllablepitch propeller) can be operated and monitored.
As a minimum requirement, the engine control position is
to be equipped with the following indicators, which are to
be clearly and logically arranged:
.8
Lubricating oil temperature.
.9
Coolant temperature.
.10
Exhaust gas temperature, wherever the
dimensions permit, at each cylinder outlet and at the turbocharger inlet/outlet.
In case of geared transmissions or controllable-pitch propellers, the scope of the control equipment mentioned above is
to be extended accordingly.
Bureau Veritas
February 2002
HSC Chapter 9
C9.4.10.2
to classical laminate theory for a simple geometry or FEM

for a complex analysis is required.
Auxiliary engines
As a minimum requirement, the following indicating instruments are to be mounted in a logical manner on the engine:
.1
Tachometer.
.2
Pressure gauge for lubricating oil pressure.
.3
Pressure gauge for fuel pressure.
.4
Pressure gauge for cooling water pressure.
.5
Thermometer for cooling water.
9.5
.4
If fire protection requirements are relevant
for the composites shafting, specific arrangements are to be
provided at the satisfaction of the Society.
Transmissions
C9.5.0.1
The design and arrangement of transmission
components such as shaftings, couplings, clutches and
gears in propulsion, manoeuvring and lifting devices are
subject to approval and certification.
C9.5.0.2
Documentation and strength calculations on
the basis of Society Rules are to be submitted. Alternatively,
recognized calculation procedures may be accepted.
C9.5.0.3
.2
Shaft dimensions are to comply with Societys Rules standard calculations.
.3
Alternatively, for shafts protected from seawater (no direct contact between steel and seawater):
a fatigue strength calculation e.g. according to DIN 743

or similar may be accepted. This calculation ist to be
based on the loads (torque, bending moment, thrust
etc.) acting on the shaft at MCR conditions.
in addition to a fatigue strength calculation, a static load

calculation is required. At no location of the shaft is the
von Mises (equivalent) stress to exceed the yield point of
the shaft material for the torque at MCR multiplied by
the safety factor S, where S 3.
.4
In any case for thin walled hollow shafts, a
safety factor S against buckling is required in reference to
the torque at MCR, where S 3.
.5
All relevant load and material data have to
be submitted.
C9.5.0.4
.1
9.5.2
The design of shafting, bearings and mounts
shall be such that hazardous whirling and excessive vibration could not occur at any speed up to 105% of the shaft
speed attained at the designed overspeed trip setting of the
prime mover.
Torsional vibrations
Calculations for torsional vibration behaviour are to be submitted to the Society in due time. Calculations must include
the equivalent mass-elastic system, natural frequencies and
corresponding vibration modes, as well as the forced
response for gears, couplings, shaftings. Calculations are to
be checked in accordance with Society Rules.
Torsional vibration measurements may be required by the
Society. Such measurements will be necessary to detect
dynamic torques, especially for plants working under
unclearly defined conditions. As far as such measurements
aim to provide special knowledge concerning load and
response characteristics, adequate measuring techniques
are to be applied, by agreement with the Society.
C9.5.2.2
Stability of the system
The closed loop system including governor and plant must

be stable under all conditions. This may be checked during
sea trials for normal and misfiring conditions, clutch-in procedures, parallel connecting of units, loading of generators,
etc.
In special cases, stability calculations may be required by
the Society.
Composites shaft lines
C9.5.2.3
Materials are to comply with Societys Rules.
Calculations of natural frequencies for whirling may be

required by the Society. This will regularly be the case for
thin, long shaftings supported by few bearings. The calculations may be required in a simplified form (natural
.2
Mathematical analysis of the relevant types
of failure (static, fatigue, buckling and vibrations) according
February 2002
9.5.1
The transmission shall be of adequate
strength and stiffness to enable it to withstand the most
adverse combination of the loads expected in service without exceeding acceptable stress levels for the material
concerned.
C9.5.2.1
Steel shaft lines

Materials are to comply with Societys Rules.
.1
.3
The material components and manufacturing
process has to be specified and an experimental strength
analysis (tests on samples and prototypes in presence of
Society representative) is to be provided. The required
safety factors and the validity of experimental strength analysis for the full scale component have to be agreed with the
Society.
Bureau Veritas
Whirling vibrations
177
HSC Chapter 9
frequencies), or as complete forced vibrations using methods or programmes approved by the Society.
C9.5.2.4
Lateral vibrations
Vibration calculations for resilently mounted reciprocating

main engines are to be submitted to the Society for
approval. Calculations may be carried out in a simplified
form, i.e. natural frequencies for the six degrees of freedom
and corresponding modes, provided that no resonances
excited by major engine orders are within the operational
speed range.
9.5.3
The strength and fabrication of the transmission shall be such that the probability of hazardous fatigue
failure under the action of the repeated loads of variable
magnitude expected in service is extremely remote throughout its operational life. Compliance shall be demonstrated
by suitably conducted tests, and by designing for sufficiently
low stress levels, combined with the use of fatigue resistant
materials and suitable detail design. Torsional vibration or
oscillation likely to cause failure may be acceptable if it
occurs at transmission speeds which would not be used in
normal craft operation, and it is recorded in the craft operating manual as a limitation.
9.5.4
Where a clutch is fitted in the transmission,
normal engagement of the clutch shall not cause excessive
stresses in the transmission or driven items. Inadvertent
operation of any clutch shall not produce dangerously high
stresses in the transmission or driven item.
9.5.5
Provision shall be made such that a failure in
any part of the transmission, or of a driven component, will
not cause damage which might hazard the craft or its
occupants.
9.5.6
Where failure of lubricating fluid supply or
loss of lubricating fluid pressure could lead to hazardous
conditions, provision shall be made to enable such failure to
be indicated to the operating crew in adequate time to enable them as far as practicable to take the appropriate action
before the hazardous condition arises.
9.6
Propulsion and lift devices
C9.6.0.1
The design and arrangement of propulsion
and lift devices are subject to approval and certification.
C9.6.0.2
Documentation and strength calculations on
the basis of Society Rules are to be submitted. Alternatively,
recognized calculation procedures may be accepted.
C9.6.0.3
The scantlings of propellers intended for
hydrofoils classed as HSC category A is to be such that the
strength of the blade, at the relevant verification sections, is
178
not less than 4 with respect to the ultimate tensile strength

of the propeller blade material. The designer is to be present
the Society, together with the propeller drawings, a detailed
hydrodynamic load and stress analysis at the relevant verification sections.
9.6.1
The requirements of this section are based
on the premise that:
.1
Propulsion arrangements and lift arrangements may be provided by separate devices, or be
integrated into a single propulsion and lift device. Propulsion devices may be air, or water propellers or water jets
and the requirements apply to all types of craft.
.2
Propulsion devices are those which directly
provide the propulsive thrust and include machinery items
and any associated ducts, vanes, scoops and nozzles, the
primary function of which is to contribute to the propulsive
thrust.
.3
The lift devices, for the purposes of this section, are those items of machinery which directly raise the
pressure of the air and move it for the primary purpose of
providing lifting force for an air-cushion vehicle.
9.6.2
The propulsion and lift devices shall be of
adequate strength and stiffness. The design data, calculations and trials, where necessary, shall establish the ability
of the device to withstand the loads which can arise during
the operations for which the craft is to be certificated, so
that the possibility of catastrophic failure is extremely
remote.
9.6.3
The design of propulsion and lift devices
shall pay due regard to the effects of allowable corrosion,
electrolytic action between different metals, erosion or cavitation which may result from operation in environments in
which they are subjected to spray, debris, salt, sand, icing,
etc.
9.6.4
The design data and testing of propulsion
and lift devices shall pay due regard, as appropriate, to any
pressure which could be developed as a result of a duct
blockage, to steady and cyclic loadings, to loadings due to
external forces and to the use of the devices in manoeuvring
and reversing and to the axial location of rotating parts.
9.6.5
ensure that:
Appropriate arrangements shall be made to
.1
minimised;
ingestion of debris or foreign matter is
.2
the possibility of injury to personnel from
shafting or rotating parts is minimised; and
.3
where necessary, inspection and removal of
debris can be carried out safely in service.
Bureau Veritas
February 2002
HSC Chapter 9
C9.6.6
For stabilisation means:
The different situations are described in
.1
C3.11.
.2
In case of situation 1, only power activated
items such as foils, trims and tabs are assessed. The following parts are reviewed:
hydraulic system used for activation of stabilisation

system,
Part B
9.7
9.8
Category B craft shall be provided with at least two independent means of propulsion so that the failure of one
engine or its support systems would not cause the failure of
the other engine or engine systems and with additional
machinery controls in or close to the machinery space.
9.9
.3
In case of situation 2, only possible interference between hydraulic/electrical installations and the
safety of the craft are to be checked. The hydraulic/electrical
systems documentation is to be submitted for that purpose.
The applicable regulations depend on the location of the
hydraulic power pack. The working principles are not
checked.
Independent means of
propulsion for category B craft
Part C
associated electrical devices.
Means for return to a port of

refuge for category B craft
Category B craft shall be capable of maintaining the essential machinery and control so that, in the event of a fire or
other casualties in any one compartment on board, the craft
can return to a port of refuge under its own power.
Essential machinery and control
Cargo craft shall be capable of maintaining the essential

machinery and control in the event of a fire or other casualties in any one compartment on board. The craft need not
be able to return to a place of refuge under its own power.
February 2002
Bureau Veritas
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HSC Chapter 10
CHAPTER 10
AUXILIARY SYSTEMS
Part A
C10.0
General
.4
Type
of flexible
hoses and
expansion
elements
C10.0.1
Diagrammatical plans for piping systems and
arrangements, including all the details necessary for
approval as listed below, are to be submitted in triplicate.
The Society reserves the right to ask for supplementary copies if deemed necessary in particular cases.
.1
Tank arrangement for fuel and other flamma-
ble fluids
.2
Fuel systems (bunkering, transfer and service)
.3
Lubricating oil systems
.4
Cooling water systems (seawater and fresh
water)
.5
Compressed air systems (starting air, control
air, working air)
.6
Exhaust gas systems
.7
.8
Oily bilge water and oil residue systems
.9
Ballast and antiheeling systems
.10
Steam heating, feed water and condensate
systems
.11
.12
Sanitary systems
.13
Fittings on side and bottom
.14
Arrangement of remote controlled valves
.15
Hydraulic systems for hatch covers, shell
closing appliances, watertight doors and hoists.
C10.0.2
The diagrammatical plans or accompanying
lists are to include the following particulars:
.1
Outside diameters and wall thicknesses of
pipes
.2
Materials for pipes, valves and fittings
.3
Type and capacity of pumps
180
.5
Maximum working pressures
.6
Temperature ranges
.7
Equipment list.
C10.0.3
Machinery arrangement plan showing the
layout of machinery components such as engines, fans, heat
exchangers, generators, switchboards, pumps, purifiers,
excluding pipes, valves and accessories.
C10.0.4
10.1
General
10.1.1
Fluid systems shall be constructed and
arranged so as to assure a safe and adequate flow of fluid at
a prescribed flow rate and pressure under all conditions of
craft operation. The probability of a failure or a leakage in
any one fluid system, causing damage to the electrical system, a fire or an explosion hazard shall be extremely
remote. Attention shall be directed to the avoidance of
impingement of flammable liquid on hot surfaces in the
event of leakage or fracture of the pipe.
10.1.2
The maximum allowable working pressure in
any part of the fluid system shall not be greater than the
design pressure, having regard to the allowable stresses in
the materials. Where the maximum allowable working pressure of a system component, such as a valve or a fitting, is
less than that computed for the pipe or tubing, the system
pressure shall be limited to the lowest of the component
maximum allowable working pressures. Every system which
may be exposed to pressures higher than the system's maximum allowable working pressure shall be safeguarded by
appropriate relief devices.
10.1.3
Tanks and piping shall be pressure-tested to a
pressure that will assure a safety margin in excess of the
working pressure of the item. The test on any storage tank
or reservoir shall take into account any possible static head
in the overflow condition and the dynamic forces arising
from craft motions.
Bureau Veritas
February 2002
HSC Chapter 10
10.1.4
Materials used in piping systems shall be
compatible with the fluid conveyed and selected giving due
regard to the risk of fire. Non-metallic piping material may
be permitted in certain systems provided the integrity of the
hull and watertight decks and bulkheads is maintained.
Note: Refer to the Guidelines for the Application of Plastic Pipes on
Ships, adopted by the Organization by resolution A.753(18).
C10.1.5
Definitions
C10.1.5.1
Maximum allowable working pressure PB
This is the maximum allowable working pressure for components and piping systems with regard to the materials
used, requirements, working temperatures and undisturbed
operation.
C10.1.5.2
Nominal pressure PN
This is the term applied to a selected pressure/temperature

ratio used for the standardization of structural components.
In general, the numerical value of the nominal pressure for
a standardized component made of the material specified in
the standard will correspond to the maximum allowable
working pressure PB at 20C.
C10.1.5.3
Test pressure PP
This is the pressure to which components and piping systems are subjected for testing purposes.
C10.1.5.4
Design pressure PR
This is the maximum allowable working pressure PB for

which components and piping systems are designed with
regard to their mechanical characteristics. In general, the
design pressure is the maximum allowable working pressure at which the safety equipment will intervene (e.g.
activation of safety valves, opening of return lines of pumps,
operating of overpressure safety arrangements, opening of
relief valves) or at which the pumps will operate against
closed valves.
C10.1.6
Materials
For the testing of pipes, selection of joints, welding and heat

treatment, pipes are divided into three classes, as indicated
in Tables C10.1 and C10.2.
Details of approved materials are given in Table C10.3.
The Society Rules for Materials are also to be observed.
C10.1.6.1
Steel pipes, valves and fittings
Pipes belonging to Classes I and II are to be either of seamless drawn material, or produced by a welding procedure
approved by the Society. In general, carbon and carbonmanganese steel pipes, valves and fittings are not to be used
for temperatures above 400C.
Table C10.1 - Classification of pipes

Design pressure PR (MPa)
Design temperature t (C)
Medium/type of pipeline
Toxic and corrosive media
Inflammable media with service temperature above the flash point
Inflammable media with a flash point below 60C
all
(1)
PR > 1,6
or
t > 300
PR 1,6
and
t 300
PR 0,7
and
t 170
PR > 4,0
or
t > 300
PR 4,0
and
t 300
PR 1,6
and
t 200
Liquid fuels
PR > 1,6
or
t > 150
PR 1,6
and
t 150
PR 0,7
and
t 60
Refrigerants
all
Open-ended pipelines (without shutoff)

e.g. drains, venting pipes, overflow lines and boiler blowdown lines
all
Pipe Class
II
III
Steam
Air, gas
Lubricating oil, hydraulic oil
Boiler feedwater, condensate
Seawater and fresh water or cooling brine in refrigerating plant
(1) Classification in Class II is possible if special safety arrangements are available and structural safety precautions are arranged.
February 2002
Bureau Veritas
181
HSC Chapter 10
Table C10.2 - Approved materials and types of material certificates

Pipe
Class
Type of component
Pipes, pipe elbows,
fittings
Approved material
Design temperature
Subject to testing
Steel, Copper,
Copper alloy
Steel,
Cast steel
I + II
Valves, flanges,
metal expansion
joints and hoses,
other components
> 300C
Steel,
Cast steel,
Nodular cast iron
300C
Copper,
Copper alloy
III
Pipes, valves (2),

flanges, other components
Steel, Cast steel,

Grey cast iron (1),
Nodular cast iron,
Copper, Copper alloy
3.1.C (3)
3.1.B (3)
2.2 (4)
all
DN > 32
DN 32
PB x DN > 250
or
DN 250
PB x DN 250
or
DN 250
DN > 32
> 225C
225C
Type of certificate (EN 10204)
DN 32
PB x DN > 150
PB x DN 150
(1) No material test in the case of grey cast iron.

(2) Casings of valves and pipe branches fitted on ship sides are to be included in pipe class II.
(3) Inspection certificate.
(4) Test report.
C10.1.6.2
Plastic pipes are to be permanently marked with the following particulars:
Pipes, valves and fittings of aluminium

and aluminium alloy
Manufacturer's marking
Standard specification number
Outside diameter and wall thickness
Fresh cooling water systems
Year of manufacture.
Bilge systems outside areas of major fire hazard, as

defined in 7.3.1
Valves and connecting pieces made of plastic shall, as a

minimum requirement, be marked with the manufacturer's
marking and the nominal diameter.
Aluminium and aluminium alloys are to comply with Society Rules for Materials and may be used for temperatures up
to 200C.
Pipes made of aluminium may be used for the following
services:
Air and sounding pipes; for air and sounding pipes of

tanks containing flammable liquids outside of major fire
hazard areas, as defined in 7.3.1
Pipes containing flammable liquids outside areas of
major fire hazards, as defined in 7.3.1
C10.1.6.4
Pipes, valves and fittings of copper and

copper alloys
Pipes for non-essential services.

Seawater cooling pipes and ballast pipes and other seawater
pipes made of aluminium alloys, may be accepted at the
discretion of the Society.
Pipes of copper and copper alloys are to be of seamless

drawn material, or produced by a method approved by the
Society. Copper pipes for Classes I and II are to be seamless.
C10.1.6.3
In general, copper and copper alloy pipelines are not to be

used for media having temperatures above the following
limits:
Pipes, valves and fittings of non-metallic

materials
Pipes, connecting pieces, valves and fittings made of plastic

materials may be used at the discretion of the Society.
Note: Plastic pipes and the application are to comply with IMO
Resolution A 753(18).
182
Copper and aluminium brass: 200C
Copper nickel alloys: 300C
High-temperature bronze: 260C.
Bureau Veritas
February 2002
HSC Chapter 10
Table C10.3 - Approved materials

Pipe Class
Material or application
II
Pipes for general applications:
Steels
III
Pipes for general appli- Steel not subjected to any

cations
special quality specification,
weldability in accordance
with the Society Rules
above 300C:
high-temperature steel pipes
Pipes
below 10C:
pipes made of steel with high
low-temperature toughness,
stainless steel pipes for chemicals
Forgings,
Plates,
Flanges
Steels suitable for the corresponding loading and process conditions,

for temperatures > 300C, high temperature steels,
for temperatures below 10C, steels with high low-temperature toughness
Bolts for general machinery construction: Bolts for general machinery construction
Bolts,
Nuts
above 300C:
high-temperature steels
below 10C:
steels with high low-temperature
toughness
Cast steel for general applications:
Cast steel
Castings
(valves,
fittings, pipes)
Nodular cast iron
Non-ferrous
metals
(valves,
fittings, pipes)
Non-metallic
materials
C10.1.6.5
Cast steel for general applications
above 300C:
high-temperature cast steel
below 10C:
cast steel with high low-temperature
toughness
for aggressive media:

stainless castings
Only ferritic grades, elongation A5 at least 15%

At least GG-20 up to 200C,
Grey cast iron is not permitted in valves and fittings on
ship's side, collision bulkhead and fuel and oil tanks
Cast iron with

lamellar graphite
Copper,
Copper alloys
For seawater and alkaline water, only corrosion resistant copper and copper alloys
Aluminium,
Aluminium alloys
Upon special approval

See C10.1.6.2
of the Society
Non-metallic
C10.1.6.6
Pipes, valves and fittings of nodular

ferritic cast iron
Pipes, valves and fittings of nodular ferritic cast iron according to the Society Rules may be used for bilge and ballast
pipes within double-bottom tanks, and tanks for other purposes approved by the Society. In special cases
(applications corresponding in principle to Classes II and III)
and at the Society's discretion, valves and fittings made of
ferritic nodular cast iron may be accepted for temperatures
up to 350C.
See C10.1.6.3
Pipes, valves and fittings of lamellargraphite cast iron (grey cast iron)
Pipes, valves and fittings of grey cast iron may be used for
Class III systems.
The use of grey cast iron is not permitted:
for media at temperatures above 220C and for pipelines subject to water hammering, severe stresses or
vibration
for valves and pipes fitted on craft sides, and for valves
fitted on the collision bulkhead
for valves on fuel and oil tanks which are subject to
static head.
February 2002
Bureau Veritas
183
HSC Chapter 10
C10.1.7
Testing
C10.1.7.1
Testing of materials
In general, all pipe systems are to be tested for leakage

under operational conditions. If necessary, alternative tests
to hydraulic pressure tests may be applied.
Pipes, bends, fittings, valve bodies and flanges for piping

systems belonging to Classes I and II are subject to tests in
accordance with the Society Rules for Materials under the
Society's supervision.
.2
Heating coils in tanks and piping for flammable liquids are to be tested at a pressure of 1,5 PR, but in no
case at less than 0,4 MPa.
C10.1.7.4
C10.1.7.2
Testing prior to installation on board
.1
All Class I and II piping as well as all piping
for compressed air and flammable liquids with a design
pressure PR greater than 0,35 MPa are, after completion of
manufacture but before insulation and coating, to be subjected to a hydraulic pressure test in the presence of a
Surveyor at a pressure of 1,5PR.
When technical reasons do not allow complete hydraulic
pressure tests on all pre-fabricated pipe sections before
assembly on board, proposals are to be submitted for
approval to the Society.
When hydraulic pressure tests of piping are

carried out on board, they may be conducted in conjunction with the tests required under C10.1.7.3.
.2
.3
Pressure testing of pipes with nominal diameters less than 15 mm may be omitted, at the Society's
discretion, pending the application.
C10.1.7.3
Testing of valves
Testing after installation on board
.1
After assembly on board, all piping covered
by these Rules is to be subjected to a tightness test in presence of a Surveyor.
Valves are to be subjected to a hydraulic pressure and tightness test in the manufacturer's works, in presence of a
Surveyor:
Valves of pipe Classes I and II to 1,5 PR
Valves and connections in the ship's side to not less

than 0,5 MPa.
C10.1.8
Minimum wall thickness
C10.1.8.1
Minimum pipe thicknesses are stated in
Table C10.4 to Table C10.10. These minimum thicknesses
may be increased if considered necessary, following stress
analysis.
Slight differences in diameters and wall thicknesses based
on recognized standards may be accepted.
Provided that pipes are effectively protected against corrosion, the wall thicknesses of group M steel pipes may, at the
discretion of the Society, be reduced by up to 1 mm. The
amount of the reduction is to be in relation to the wall
thickness.
Protective coatings (e.g. hot-dip galvanizing) may be recognized as effective corrosion protection provided that its
preservation during installation is guaranteed.
Table C10.4 - Choice of minimum wall thickness for steel pipes

Location
Piping
system
Ballast
Machin- Cofferdam
Cargo
water
ery
/ void
holds
tanks
spaces
spaces
Seawater
lines
M
X
N
N
Fresh cooling
water lines
M, N: Refer to Table C10.6;
Drinking
water lines
184
Drinking
Living Weather
water
quarters
deck
tanks
Lubricating
lines
Note:
Fuel lines
Hydraulic
lines
Fresh
Lubricatcooling
Hydraulic
ing
water
oil tanks
oil tanks
tanks
Bilge lines
Ballast lines
Fuel and
changeover
tanks
X
N
X
N
X: Pipelines are not to be installed;
N
X
(): Pipelines may be installed by special agreement with the Society.
Bureau Veritas
February 2002
HSC Chapter 10
Table C10.5 - Choice of minimum wall thickness for air, overflow, sounding and sanitary pipes made of steel
Location
Drain lines and scupper pipes
Piping system or
position of open pipe
outlets
Tanks with
same
media
Tanks with
disparate
media
Air, overflow and

sounding pipe
Below freeboard deck

or datum
without
shutoff on
ship's side
with
shutoff on
ship's side
Scupper pipes from

open deck
Discharge and
scupper pipe leading
directly overboard
Air, sounding and

overflow pipes
Cargo
holds
Machinery
spaces
above
freeboard
deck
above
open
deck
below
open
deck
A
B
A
Discharge of pumps
of sanitary systems
Note: A, B, C: Refer to Table C10.10;
M: Refer to Table C10.6.
Table C10.6 - Minimum wall thickness for steel pipes

Group N
Group M
da (1)
(mm)
s
(mm)
da (1)
(mm)
s
(mm)
da (1)
(mm)
s
(mm)
da (1)
(mm)
s
(mm)
da (1)
(mm)
s
(mm)
from 10,2
1,6
from 114,3
3,2
from 406,4
6,3
from 21,3
3,2
from 219,1
5,9
from 13,5
1,8
from 133,0
3,6
from 660,0
7,1
from 38,0
3,6
from 244,5
6,3
from 20,0
2,0
from 152,4
4,0
from 762,0
8,0
from 51,0
4,0
from 660,4
7,1
from 48,3
2,3
from 177,8
4,5
from 864,0
8,8
from 76,1
4,5
from 762,0
8,0
from 70,0
2,6
from 244,5
5,0
from 914,0
10,0
from 177,8
5,0
from 863,6
8,8
from 88,9
2,9
from 323,9
5,6
from 193,7
5,4
from 914,4
10,0
(1) da = outside diameter
Table C10.8 - Minimum wall thickness

for copper and copper alloy pipes
Table C10.7 - Minimum wall thicknesses
for austenitic stainless steel pipes
Pipe outside diameter da
(mm)
up to 17,2
up to 48,3
up to 88,9
up to 168,3
up to 219,1
up to 273,0
up to 406,0
over 406,0
February 2002
Minimum wall thickness s

(mm)
1,0
1,6
2,0
2,3
2,6
2,9
3,6
4,0
Pipe outside
diameter da (mm)
8 - 10
12 - 20
25 - 44,5
50 - 76,1
88,9 - 108
133 - 159
193,7 - 267
273 - 457,2
(470) 508 -
Bureau Veritas
Minimum wall thickness s (mm)

Copper
Copper alloys
1,0
1,2
1,5
2,0
2,5
3,0
3,5
4,0
4,0
4,5
0,8
1,0
1,2
1,5
2,0
2,5
3,0
3,5
3,5
4,0
185
HSC Chapter 10
Table C10.9 - Minimum wall thickness

for aluminium and aluminium alloy pipes
Pipe outside diameter

(mm)
Table C10.10 - Minimum wall thickness of air,

overflow, sounding and sanitary pipes made of steel
Minimum wall thickness

(mm)
Pipe outside diameter

(mm)
1,5
2,0
2,5
3,0
4,0
4,5
5,0
5,5
< 10
12 - 38
43 - 57
76 - 89
108 - 133
159 - 194
219 - 273
> 273
38 - 82,5
88,9 101,6 - 114,3
127 - 139,7
152,4 159 - 177,8
193,7 219,1 244,5 - 457,2
Note: For seawater pipes the wall thickness is to be not less than 5,0
mm.
Minimum wall thickness (mm)

A
B (1)
4,5
4,5
4,5
4,5
4,5
5,0
5,4
5,9
6,3
7,1
8,0
8,0
8,8
10,0
10,0
12,5
12,5
12,5
6,3
6,3
7,1
8,0
8,8
8,8
8,8
8,8
8,8
(1) The pipe thickness may not be greater than the thickness
of the shell plates.
C10.1.9
Pipe connections
C10.1.9.1
The following pipe connections may be used
for steel pipes:
C10.1.10
Layout, marking and installation
Fully penetrating butt welds with/without provision to

improve the quality of the root
C10.1.10.1 Piping systems are to be identified according

to their purpose. Valves are to be permanently marked.
Socket welds with suitable fillet weld thickness

Screw connection of a type approved by the Society
Steel flanges of a recognized standard.
Screwed socket connections or similar are permitted only
for subordinate systems for pipes below DN 65.
C10.1.9.2
Flanges made of non-ferrous metals may be
used in accordance with recognized standards and within
the limits laid down in approvals.
C10.1.9.3
Non-metallic pipes are to be connected by
approved methods (e.g. welding, glueing or cementing) or
by approved detachable connections.
C10.1.9.4
Type-approved pipe couplings may be used
in the following systems:
C10.1.10.2 Pipe penetrations through bulkheads and

tank walls are to be water- and oil-tight. Bolts penetrating
bulkheads are not permitted. Holes for set screws are not to
be drilled in tank walls.
C10.1.10.3 The installation of pipes for water or oil
behind or above electric switchboards is to be avoided. If
this is impracticable, pipes and valves are to be well
shielded and/or located as far as possible from the
switchboard.
C10.1.10.4 Piping systems are to be so arranged that
they may be completely emptied, drained and vented. Piping systems in which accumulation of liquids during
operation could cause damage are to be equipped with special draining devices.
Bilge and ballast lines

Sea water lines
C10.1.10.5 Pipelines laid through coated tanks are to be

either effectively protected against corrosion or made of a
material with low susceptibility to corrosion.
Fresh and seawater cooling lines

Firefighting and deckwash lines
The protection against corrosion of the tanks as well as that

of the pipes are to be compatible to each other.
Vent, fill and sounding pipes

Drinking water lines
Sanitary discharge lines.
Use of pipe couplings is not permitted in:
C10.1.10.6 Water pipes, air and sounding pipes passing

through freezing chambers are to be avoided as far as
practicable.
Bilge lines inside ballast and fuel tanks

Ballast lines inside cargo holds and fuel tanks
Pipes containing flammable liquids within major fire
hazard areas as defined in 7.3.1, cargo holds and ballast
tanks.
186
C10.1.10.7 Piping systems are to be adequately supported, to prevent detrimental vibrations occurring in the
system.
Bureau Veritas
February 2002
HSC Chapter 10
C10.1.11
Valves
C10.1.11.1
Shutoff devices
.3
Shutoff devices are to comply with a recognized standard.

Valves with screwed-on covers are to be secured, to prevent
inadvertent loosening of the cover.
Hand-operated shutoff devices are to be closed by turning
in a clockwise direction.
Valves are to be clearly marked to show whether they are
open or closed.
C10.1.11.2
Control station
At the control station, means are to be provided to show

whether the valves are open or closed.
For visual indication of the closed position of valves, limitposition indicators approved by the Society are to be
provided.
The control position is to be located in a space which is
normally attended, e.g. operating compartment.
.4
Bilge piping
Valves and control lines for bilge systems are to be located

as far as possible from the bottom and side shell of the craft.
Craft side valves
.1
Craft side valves are to be easily accessible
and capable of being operated from above the floor.
Where, subject to C10.1.6.2 and C10.1.6.3, sea water pipes
made of aluminium alloys or non-metallic materials are
accepted by the Society, craft's side valves inside machinery
spaces and other spaces with major fire hazard are to be
provided with means of remote closure from outside the
space.
.5
Valves mounted directly at fuel tanks above the double bottom are to be capable of being closed from outside the
compartment in which they are installed (e.g. from craft's
operating compartment or other suitable locations).
C10.1.12
Hose assemblies and compensators of

non-metallic materials
C10.1.12.1
Requirements
.2
Valves are to be of a flanged type and made
of metallic ductile material.
The minimum wall thickness of pipe

branches connected to the craft's hull below the datum
shall be as follows:
Fuel pipes
.3
for steel pipes: in accordance with Table C10.10,

Group B
for aluminium pipes: at least 8 mm but not greater than
the thickness of the shell plate.
C10.1.11.3
.1
Remote-controlled valves
General
For remote-controlled valves, failure of power supply is not

to cause:
opening of closed valves
closing of open valves on fuel tanks and in cooling
water systems for propulsion and power generating
machinery.
Remote-controlled valves are to be equipped with an emergency operating arrangement.
They are to be accessible for maintenance and repair work.
.2
Power units
Power units for remote-controlled valves are to be equipped

with at least two independent power supply units.
For the closing of valves which are not closed by spring
action, power units are to be fitted with pressure
accumulators.
Pneumatically operated valves may be supplied by air from
the general compressed air system.
February 2002
Hose assemblies and compensators of non-metallic material are to be type-approved and tested according to the
Society Rules.
Hose assemblies and compensators including their couplings are to be suitable for media, pressures and
temperatures.
Selection of hose assemblies and compensators is to be
based on the maximum allowable working pressure of the
system concerned. 0,5 MPa is to be considered as the minimum working pressure.
C10.1.12.2
Installation
Hose assemblies are not to be longer than necessary for the

application.
The minimum bending radius is not to be less than the
radius specified by the manufacturer.
Hose assemblies and compensators are to be accessible.
Hoses used in fresh water systems with working
pressures 0,5 MPa, or in charging air and scavenging air
ducts, may be fastened with double clips. Hoses which are
installed directly near hot surfaces are to be provided with
additional heat-resistant sheathing.
C10.1.13
Pumps
C10.1.13.1
General
Construction, materials and tests of pumps are to comply

with the Society Rules.
Bureau Veritas
187
HSC Chapter 10
C10.1.13.2
Relief valves
Positive displacement pumps are to be fitted with relief

valves which cannot be adjusted to the closed position.
They are to discharge into the suction side of the pump.
C10.1.13.3
Tests
The pumps listed below are subject to tests carried out at

the manufacturer's works, under the Society supervision:
Fire pumps and emergency fire pumps
C10.2.2(c)
Filling pipes for tanks containing flammable
liquids are to terminate on open deck and be arranged so
that leakages are collected by suitable coamings.
Fuel-oil filling connections are, as far as practicable, to be
arranged on both sides of the craft.
10.2.3
Fuel oil, lubricating oils and other flammable
oils shall not be carried forward of public spaces and crew
accommodation.
C10.2.3
Bilge pumps
Seawater cooling pumps
C10.2.3.1
All tanks not forming part of the craft structure are to be fastened securely and arranged so that they
can be readily inspected.
Free-standing fuel tanks are to be installed so as to allow
free circulation of air around the tanks.
Fresh water cooling pumps

Fuel transfer pumps
Fuel service pumps
Fuel injection valve cooling pumps
Fuel tanks for emergency diesel generators are to be located

inside the emergency generator room.
Lubricating oil pumps

Ballast pumps
Boiler feedwater pumps
Boiler water circulating pumps
Other pumps considered necessary for performance of
essential functions.
C10.2.3.2
Appliances, mountings and fittings not forming part of the fuel tank equipment may be fitted to tank
walls only by means of intermediate supports. Only components forming part of the tank equipment may be fitted to
freestanding tanks.
10.2
Arrangement of oil fuel,

lubricating oil and other
flammable oil
For valves and pipe connections, the tank walls are to be

provided with strengthening flanges. Bolt holes are not to
be drilled in tank surfaces.
Instead of strengthening flanges, short, thick pipe flange
connections may be welded to the tank surfaces.
10.2.1
oil as fuel.
The provisions of 7.1.2.2 apply to the use of
10.2.4
C10.2.1
The requirements stipulated in 7.5 are to be
complied with.
10.2.2
Oil fuel, lubricating oil and other flammable
oil lines shall be screened or otherwise suitably protected to
avoid, as far as practicable, oil spray or oil leakages onto hot
surfaces, into machinery air intakes or other sources of ignition. The number of joints in such piping systems shall be
kept to a minimum. Flexible pipes carrying flammable liquids shall be of an approved type.
Note: Refer to the Guidelines to Minimize Leakages from Flammable Liquid Systems for Improving Reliability and Reducing Risk of
Fire (MSC/Circ. 647).
C10.2.2(a)
As far as practicable, flammable liquid lines
are not to be arranged in the vicinity of boilers, turbines or
equipment with surface temperatures greater than 220C,
nor above electrical equipment.
C10.2.2(b)
valves.
188
Pumps are to be provided with shutoff
Oil fuel arrangements
In a craft in which oil fuel is used, the arrangements for the

storage, distribution and utilization of the oil fuel shall be
such as to ensure the safety of the craft and persons on
board and shall at least comply with the following
provisions.
10.2.4.1
As far as practicable, all parts of the oil fuel
system containing heated oil under pressure exceeding 0,18
N/mm 2shall not be placed in a concealed position such that
defects and leakage cannot readily be observed. The
machinery spaces in way of such parts of the oil fuel system
shall be adequately illuminated.
C10.2.4.1
Fuel lines are not to pass through tanks containing feedwater, drinking water or lubricating oil.
10.2.4.2
The ventilation of machinery spaces shall be
sufficient under all normal conditions to prevent accumulation of oil vapour.
C10.2.4.2
The provisions of Art. 10.6 and Art. 10.7 are
to be complied with.
Bureau Veritas
February 2002
HSC Chapter 10
10.2.4.3
with 7.5.2 .
Location of fuel tanks shall be in accordance
C10.2.4.3
Fuel tanks are to be separated by voids/cofferdams from tanks containing lubricating, hydraulic,
thermal or edible oil and drinking water.
Fuel service tanks inside machinery spaces are to be made
of steel.
10.2.4.4
No oil fuel tank shall be situated where spillage or leakage therefrom can constitute a hazard by falling
on heated surfaces. Reference is made to the fire safety
requirements in Art. 7.5.
10.2.4.5
Oil fuel pipes shall be fitted with cocks or
valves in accordance with 7.5.3.
C10.2.4.5(a) The controls of such valves are to be located
outside the space in which the tanks are arranged, as far as
possible combined in one location, preferably the craft's
C10.2.4.5(b) Valves subject to static head are to be made
of ductile material.
C10.2.4.5(c) Remote-controlled shutoff valves may be dispensed with for tanks with a capacity of less than 50 litres.
10.2.4.6
Every fuel tank shall, where necessary, be
provided with savealls or gutters to catch any fuel which
may leak from such tanks.
C10.2.4.6
Tanks located above the double bottom are
to be fitted with self-closing drains.
10.2.4.7
Safe and efficient means of ascertaining the
amount of oil fuel contained in any oil fuel tank shall be
provided.
10.2.4.7.1
Where sounding pipes are used they 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 public spaces, crew accommodation
or machinery spaces. Terminations shall be provided with a
suitable means of closure and provision to prevent spillage
during refuelling operations.
10.2.4.7.2
Other oil-level gauges may be used in place
of sounding pipes. Such means are subject to the following
conditions:
.1
In passenger craft, such means shall not
require penetration below the top of the tank and their failure or overfilling of the tanks will not permit release of fuel.
February 2002
.2
The use of cylindrical gauge glasses shall be
prohibited. In cargo craft, the Society may permit the use of
oil-level gauges with flat glasses and self-closing valves
between the gauges and fuel tanks. Such other means shall
be acceptable to the Society and shall be maintained in the
proper condition to ensure their continued accurate functioning in service.
C10.2.4.7.3 Level-indicating devices which are not typeapproved by the Society may be accepted if sounding pipes
are provided in addition.
Sight glasses and oil gauges fitted directly on the tank wall,
and cylindrical glass gauges, are not permitted.
C10.2.4.7.4 Sounding pipes are to terminate outside
main fire hazard areas and as far as possible above the open
deck. However, where this is not possible, the following
requirements are to be met:
Oil-level gauges are to be provided in addition to
sounding pipes.
Sounding pipes are either to terminate in locations
remote from ignition hazards or to be fitted with effective screens to prevent spillages coming into contact
with a source of ignition.
Sounding pipes are to be fitted with self-closing shutoff
devices and self-closing testing devices.
10.2.4.8
Provision shall be made to prevent overpressure in any oil tank or in any part of the fuel system,
including the filling pipes. Any relief valves and air or overflow pipes shall discharge to a safe position and, for fuel of
flashpoint less than 43C, shall terminate with flame arresters in accordance with the standards developed by the
Organization.
Note: Refer to the Revised Standards for the Design, Testing and
Locating of Devices to Prevent the Passage of Flame into Cargo
Tanks in Tankers (MSC/Circ. 677).
C10.2.4.8
Lines of relief/safety valves and overflow
lines are to discharge into leakage, drain or overflow tanks.
10.2.4.9
Oil fuel pipes and their valves and fittings
shall be of steel or other approved material, except that
restricted use of flexible pipes shall be permissible in positions where the Society is satisfied that they are necessary
(see Note). Such flexible pipes and end attachments shall
be of approved fire-resisting materials of adequate strength
and shall be constructed to the satisfaction of the
Administration.
Note: Refer top recommendations published by the International
Organization for Standardization, in particular Publications:
-
ISO 15540:1999 on Test methods for fire resistance of hose

assemblies, and
ISO 15541:1999 on Requirements for the test bench of fire

resistance of hose assemblies.
Bureau Veritas
189
HSC Chapter 10
10.2.5
Lubricating oil arrangements
10.2.6
The arrangements for the storage, distribution and utilisation of oil used in pressure lubrication systems shall be such
as to ensure the safety of the craft and persons on board.
The arrangements made in machinery spaces and, whenever practicable, in auxiliary machinery spaces shall at least
comply with the provisions of 10.2.4.1 and 10.2.4.4 to
10.2.4.8 except that:
.1
this does not preclude the use of sight-flow
glasses in lubricating systems provided they are shown by
test to have a suitable degree of fire resistance;
.2
sounding pipes may be permitted in machinery spaces if fitted with appropriate means of closure; and
.3
lubricating oil storage tanks with a capacity
of less than 500 l may be permitted without remote operated valves as required in 10.2.4.5.
Arrangements for other flammable oils
The arrangements for storage, distribution and utilisation of

other flammable oils employed under pressure in power
transmission systems, control and activating systems and
heating systems shall be such as to ensure the safety of the
craft and persons on board. In locations where means of
ignition are present, such arrangements shall at least comply
with the provisions of 10.2.4.4 and 10.2.4.7 and with the
provisions of 10.2.4.8 and 10.2.4.9 in respect of strength
and construction.
C10.2.6
The provisions of 10.2.4.6, 10.2.5.2 and
10.2.5.3 are to be complied with where applicable, as well
as the provisions of 10.2.4.9 in respect of the approval of
the fire-resistant materials of flexible pipes.
10.2.7
Arrangements within machinery spaces
C10.2.5(a)
Flexible pipes are permissible in positions
where the Society is satisfied that they are necessary. Such
flexible pipes and end attachments in pressure lubricating
systems located in machinery spaces and auxiliary machinery spaces as defined in Chapter 7 are to be of approved
fire-resistant material of adequate strength and constructed
to the satisfaction of the Society.
In addition to the requirements of 10.2.1 to 10.2.6, the oil

fuel and lubricating oil systems shall comply with the
following:
C10.2.5(b)
Lubricating oil systems are to be constructed
to ensure reliable lubrication over the whole range of speed
and during run-down of the engines, and are to ensure adequate heat transfer.
C10.2.7.1
Service tanks are to be fitted with high- and
low-level alarms.
C10.2.5(c)
Independent standby pumps are to be provided for propulsion engines. For craft with more than one
main engine, each provided with an independent lubricating oil system, standby pumps are not required.
Engines and gears fitted with attached pumps are to be provided with an independent auxiliary lubricating pump if
lubrication before starting is necessary.
C10.2.5(d)
Equipment for suitable treatment of lubricating oil (e.g. purifiers, automatic back-flushing filters, filters,
free-jet centrifuges) are to be provided.
.1
Lubricating oil filters are to be fitted in pump
pressure lines.
Uninterrupted supply of filtered oil has to be ensured under
maintenance conditions of filter equipment. Mesh size and
filter capacity are to be in accordance with the engine manufacturer's requirements.
.2
Main filters are to be provided with differential pressure monitoring.
Back-flushing cycles of automatic filters are also to be
monitored.
.3
Engines for emergency power supply or
emergency fire pumps may be provided with simplex filters.
190
10.2.7.1
Where daily service fuel tanks are filled automatically or by remote control, means shall be provided to
prevent overflow spillages.
10.2.7.2
Other equipment which treats flammable liquids automatically, such as oil fuel purifiers, which,
whenever practicable, shall be installed in a special space
reserved for purifiers and their heaters, shall have arrangements to prevent overflow spillages.
C10.2.7.2
Purifiers for cleaning fuel and lubricating oil
are to be in accordance with Society Rules.
10.2.7.3
Where daily service oil fuel tanks or settling
tanks are fitted with heating arrangements, a high temperature alarm shall be provided if the flashpoint of the oil can
be reached due to failure of the thermostatic control.
C10.2.7.3
Tanks which require preheating are to be fitted with temperature-indicating devices and, where
necessary, thermal insulation.
Heating coils are to be provided with shutoff valves at tank
inlet and outlet. Heating coils are also to be fitted at the
tank outlet with an upstream device to test the condensate.
Heating coil connections in tanks are to be welded.
Heating coils are to be supported in such a way as not to be
subjected to non-allowable stresses due to vibration, particularly at their points of clamping.
Further requirements concerning heating systems (e.g.
boiler, piping layout) are to be taken into consideration.
Bureau Veritas
February 2002
HSC Chapter 10
10.3
Bilge pumping and drainage

systems
C10.3.3(c)
A combination of a non-return valve with
positive closing device and shutoff valve may be recognized
as equivalent to a screw-down non-return valve, at the discretion of the Society.
10.3.1
Arrangements shall be made for draining any
watertight compartment other than the compartments
intended for permanent storage of liquid. Where in relation
to particular compartments drainage is not considered necessary, drainage arrangements may be omitted but it shall
be demonstrated that the safety of the craft will not be
impaired.
C10.3.1(a)
Bilge suctions are to be suitably arranged
and fitted with mud boxes.
C10.3.1(b)
Every machinery space is normally to be provided with at least two bilge suctions, one at each side.
Additional suctions may be required for craft having long
machinery spaces.
C10.3.1(c)
Bilge suctions are to be arranged so as not to
impede the cleaning of bilges and bilge wells.
10.3.2
Bilge pumping arrangements shall be provided to allow every watertight compartment other than
those intended for permanent storage of liquid to be
drained. The capacity or position of any such compartment
shall be such that flooding thereof could not affect the
safety of the craft.
10.3.3
The bilge pumping system shall be capable
of operation under all possible values of list and trim after
the craft has sustained the postulated damage in 2.6.6 and
2.6.10. The bilge pumping system shall be so designed as to
prevent water flowing from one compartment to another.
The necessary valves for controlling the bilge suctions shall
be capable of being operated from above the datum. All
distribution boxes and manually operated valves in connection with the bilge pumping arrangements shall be in positions which are accessible under ordinary circumstances.
The spindles of manually operated valves shall be easily
accessible and all valves shall be clearly marked.
C10.3.3(a)
Valves in pipe connections between bilge
and seawater or ballast water systems, as well as between
bilge connections of different compartments, are to be
arranged so that even in the event of faulty operation or
intermediate positions of the valves, seawater is safely prevented from penetrating through the bilge system.
C10.3.3(d)
Discharges below the datum are to be provided with shutoff valves located at the shell.
10.3.4
The power operated self-priming bilge
pumps may be used for other duties such as fire fighting or
general service but not for pumping fuel or other flammable
liquids.
C10.3.4(a)
In the event of pump failure, one pump for
fire fighting and one pump for bilge pumping are to remain
available.
C10.3.4(b)
Bilge ejectors are acceptable for bilge pumping arrangements if an independent supply of driving water
is provided.
10.3.5
Each power bilge pump shall be capable of
pumping water through the required bilge pipe at a speed
of not less than 2 m/sec.
10.3.6
The diameter (d) of the bilge main shall be
calculated according to the following formula, except that
the actual internal diameter of the bilge main may be
rounded off to the nearest size of a recognized standard:
d = 25 + 1,68 (L (B + D))0,5
where:
d
: Internal diameter of the bilge main, in mm
: Length of the craft, in m, as defined in Chapter 1
: For monohull craft: breadth of the craft, in m, as

defined in Chapter 1
For multi-hull craft: breadth of a hull at or below
the design waterline, in m
: Moulded depth of the craft to the datum, in m.
10.3.7
Internal diameters of suction branches shall
meet the requirements of the Society but shall not be less
than 25 mm. Suction branches shall be fitted with effective
strainers.
The diameter is given by the formula:
C10.3.7
C10.3.3(b)
To prevent penetration of ballast and seawater into the ship through the bilge system, two means of
reverse-flow protection are to be fitted in the bilge connections, one of which is to be a screw-down non-return valve.
One such means of protection is to be fitted in each branch
line.
For emergency and direct suctions, one screw-down nonreturn valve is sufficient.
February 2002
dB = 25 + 2,15 (LB(B1 + d))0,5

where:
dB
Internal diameter, in mm, of the branch pipes
LB
Length, in m, of the watertight compartment
B1
Average breadth, in m, of the compartment at or

below the design waterline.
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10.3.8
An emergency bilge suction shall be provided for each machinery space containing a propulsion
prime mover. This suction shall be led to the largest available power pump other than a bilge pump, propulsion pump
or oil pump.
Emergency bilge suctions shall be provided for craft with
common bilge pumping systems according to 10.3.6 and
for craft with individual bilge pumps according to 10.3.13.
: Number of submersible pumps
: Total capacity as defined in 10.3.13.
C10.3.8(a)
Emergency bilge suctions are to be arranged
in an accessible position, at a suitable distance from the
double bottom ceiling or the craft bottom. The position is to
allow the free flow of bilge water.
The diameter is to be equal to the diameter of the suction
line of the pump.
.2
bilge suction hose connections where fitted
directly to the pump or to the main bilge suction pipe; and
C10.3.8(b)
Emergency bilge valves and the suction
valves of the relevant pumps are to be capable of being
operated from above the floor.
10.3.9
The spindles of the sea inlet valves shall
extend well above the machinery space floor plates.
C10.3.9
plied with.
The provisions of C10.1.11.2 are to be com-
10.3.10
All bilge suction piping up to the connection
to the pumps shall be independent of other piping.
10.3.11
Spaces situated above the water level in the
worst anticipated damage conditions may be drained
directly overboard through scuppers fitted with non-return
valves.
10.3.12
Any unattended space for which bilge pumping arrangements are required shall be provided with a bilge
alarm.
C10.3.12
Each machinery space is normally to be provided with at least two bilge alarms.
10.3.13
For craft with individual bilge pumps, the
total capacity Q of the bilge pumps for each hull shall not
be less than 2,4 times the capacity of the pump defined in
10.3.5 and 10.3.6.
10.3.14
In bilge pumping arrangements where a bilge
main is not provided, then, with the exception of the spaces
forward of public spaces and crew accommodation, at least
one fixed submersible pump shall be provided for each
space. In addition, at least one portable pump shall be provided supplied from the emergency supply, if electric, for
use on individual spaces. The capacity of each submersible
pump Qn shall not be less than:
Qn = Q / (N 1) ton/h with a minimum of 8 tons/h
where:
192
10.3.15
Non-return valves shall be fitted in the following components:
bilge valve distribution manifolds;
.1
.3
direct bilge suction pipes and bilge pump
connections to main bilge suction pipe.
C10.3.15
For reverse-flow protections, see C10.3.3.2
and C10.3.3.3.
C10.3.16
Arrangements for oily bilge water and oil

residues
Each craft is to be provided with at least:
a collecting tank for oily bilge water, fuel and oil

residues
equipment for discharge of oil residues to reception

facilities.
Note: MARPOL 73/78 as amended and national requirements are

to be observed.
10.4
Ballast systems
10.4.1
Water ballast shall not in general be carried
in tanks intended for oil fuel. In craft in which it is not practicable to avoid putting water in oil fuel tanks, oily-water
separating equipment shall be fitted, or other alternative
means such as discharge to shore facilities shall be provided
for disposing of the oily-water ballast. The provisions of this
paragraph are without prejudice to the provisions of the
International Convention for the Prevention of Pollution
from Ships in force.
10.4.2
Where a fuel transfer system is used for ballast purposes, the system shall be isolated from any water
ballast system and meet the requirements for fuel systems
and the International Convention for the Prevention of Pollution from Ships in force.
C10.4.3
Piping layout
Where pipes are led through the collision bulkhead, a shutoff valve, made of ductile metallic material, is to be fitted
directly at the collision bulkhead.
The valve is to be capable of being closed by remote control
from the operating compartment.
Bureau Veritas
February 2002
HSC Chapter 10
10.5
Cooling systems
The cooling arrangements provided shall be adequate to

maintain all lubricating and hydraulic fluid temperatures
within the manufacturers' recommended limits during all
operations for which the craft is to be certificated.
C10.5.1
General
Cooling water circuits are to be provided with temperature

controls in accordance with the requirements of Chapter
11. Control devices whose failure may impair the functional
reliability of the system are to be equipped for manual
operation.
C10.5.2
Cooling water pumps
C10.5.2.1
Main and standby cooling water pumps are
to be provided for propulsion systems with one main
engine, or systems with more than one engine using a common cooling water system.
For propulsion plants with more than one engine, and for
auxiliary engines provided with individual cooling circuits,
standby pumps may be dispensed with.
C10.5.2.2
Standby cooling water pumps shall be driven
independently.
C10.5.3
C10.5.5.3
The suction lines of seawater pumps are to
be fitted with strainers.
Strainers are to be arranged so that they can be cleaned
while the pumps are in operation.
For multiple-engine installations, single strainers are considered sufficient.
C10.5.6
Sea valves
The provisions of C10.1.11.2 are to be complied with.

Discharge pipes for seawater cooling systems are to be fitted with a shutoff valve at the shell. If discharges are located
above the datum, shutoff valves may be dispensed with.
C10.5.7
Fresh water cooling systems
C10.5.7.1
Where heat exchangers for fuel or lubricating oil are incorporated in cylinder cooling water circuits of
propulsion engines, the entire cooling water circuit is to be
monitored for fuel and oil contamination.
C10.5.7.2
Expansion tanks are to be fitted with filling
connections, aeration/de-aeration devices, water level indicators and drains.
Heat exchangers, coolers
C10.5.3.1
For common cooling systems, the number
and capacity of heat exchangers and coolers is to be considered by the Society.
C10.5.3.2
vided with:
C10.5.5.2
Each sea chest is to be provided with an
effective vent and a connection to flush the sea chest gratings. The flushing media may not exceed the construction
pressure of the sea chest.
C10.5.7.3
required.
Means are to be provided for preheating as
10.6
Engine air intake systems
Heat exchangers and coolers are to be proArrangements shall provide sufficient air to the engine and
shall give adequate protection against damage as distinct
from deterioration, due to ingress of foreign matter.
shutoff valves at inlet and outlet

vents and drains.
C10.5.4
C10.6.1
The provisions of Art. 7.6 of Chapter 7 and of
Art. 10.7, if relevant, are to be complied with.
Keel coolers
Keel coolers are to be fitted with pressure gauges at the

fresh water inlet and outlet.
C10.5.5
Seawater cooling systems
C10.5.5.1
At least two sea inlets are to be provided.
Wherever possible, sea chests are to be provided and positioned as low as possible on either side of the craft.
On multi-hull craft or craft with independent engine rooms,
one sea chest or sea inlet for each hull or engine room is
considered sufficient.
February 2002
10.7
Ventilation systems
Machinery spaces shall be adequately ventilated so as to

ensure that, when machinery therein is operating at full
power in all weather conditions including heavy weather,
an adequate supply of air is maintained to the spaces for the
safety and comfort of personnel and the operation of the
machinery. Auxiliary machinery spaces shall be adequately
ventilated appropriate for the purpose of those spaces. The
ventilation arrangements shall be adequate to ensure that
the safe operation of the craft is not put at risk.
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C10.7.1
The provisions of Art. 7.6 of Chapter 7 are to
be complied with.
C10.7.2
Each independent machinery space is to be
provided with its own ventilation system.
In general, ventilation systems for machinery spaces are to
be independent of each other.
C10.7.3
The height of the coamings from the inlet
and outlet openings is, as far as practicable, to comply with
the requirements of LLC 66, and in no case be less than the
datum.
10.8.2
Exhaust systems shall be so arranged as to
minimize the intake of exhaust gases into manned spaces,
air-conditioning systems, and engine intakes. Exhaust systems shall not discharge into air cushion intakes.
10.8.3
Pipes through which exhaust gases are discharged through the hull in the vicinity of the waterline shall
be fitted with erosion/corrosion resistant shuttoff flaps or
other devices on the shell or pipe end and acceptable
arrangements made to prevent water flooding the space or
entering the engine exhaust manifold.
If water traps are to be provided, air velocity is to be taken

into account.
C10.8.3(a)
Shutoff flaps may be omitted if the overflow
point of the exhaust pipe is located above the most unfavourable damage water line.
C10.7.4
The air is to be conducted in such a way as to
avoid local accumulations of heat wherever possible (e.g.
by means of a secondary system of selective ventilation or
by under-floor ducting of exhaust air).
Shutoff devices are to be fitted with means for remote controlled closing above the datum, preferably from the
operating compartment. The closed position is to be
indicated.
C10.7.5
The air supply is not to be directed immediately towards hot machine parts, turbine components,
measuring instruments or switchboards. Electrical machinery and installations (e.g. switch cabinets) are to be
protected, so that water particles penetrating into air ducts
will not cause damage. Risks of this kind are to be minimized by appropriate arrangement of ducts and air outlets.
C10.8.3(b)
The use of flexible hoses in wet exhaust systems may be accepted at the discretion of the Society, if the
hoses are suitable for this purpose (media, pressure and
temperature).
C10.7.6
The capacity and arrangement of ventilation
systems/ducts is to ensure that accumulation of oil vapour is
avoided and a slight overpressure in the machinery space
during normal operation is guaranteed.
Provision is to be made to remove CO2, in case of flooding
of the machinery space.
C10.7.7
Ventilation capacity is to be based on the
heat radiation of equipment installed in the space.
C10.8.3(c)
Materials used in exhaust systems are to be
resistant to sea water corrosion and exhaust products.
10.8.4
Gas turbine engine exhausts shall be
arranged so that hot exhaust gases are directed away from
areas to which personnel have access, either on board the
craft or in the vicinity of the craft when berthed.
C10.8.5
Insulation
Exhaust lines, silencers and exhaust gas boilers are to be

insulated properly.
10.8
Insulating materials are to be incombustible.
Exhaust systems
10.8.1
All engine exhaust systems shall be adequate
to assure the correct functioning of the machinery and that
safe operation of the craft is not put at risk.
C10.8.1
Exhaust pipes are to be installed separately
from each other, taking structural fire protection into
account.
Account is to be taken of thermal expansion when laying
out and suspending lines.
Exhaust lines and silencers are to be provided with suitable
drains of adequate size.
194
Exhaust lines inside engine rooms are to be provided with

metal sheathing or other approved type of hard sheathing.
C10.A.1
Compressed air systems
C10.A.1.1
Starting equipment
Starting equipment (e.g. air compressors and air receivers)

are to comply with Art. 9.3 of Chapter 9 for gas turbines and
Art. 9.4 of Chapter 9 for diesel engines.
Bureau Veritas
February 2002
HSC Chapter 10
C10.A.1.2
C10.A.2.3
Compressed air lines
Pressure lines connected to air compressors are to be fitted

with non-return valves at the compressor outlets.
Oil and water separators are to be provided.
The starting air line to each engine is to be fitted with a nonreturn device and drain.
A safety valve is to be fitted behind each pressure-reducing
valve.
The compressed air supply for blowing through sea chests
may not exceed the design pressure of the sea chest (see
C10.5.5.2).
C10.A.1.3
Control air system
Control air systems for essential consumers are to be provided with the necessary means of air treatment.
Feedwater lines are to be fitted with shutoff valves and

check valves at the boiler inlet. Where shutoff and check
valves are not directly connected in series, the intermediate
pipe is to be fitted with a drain.
Feedwater pumps are to be fitted with shutoff valves on the
suction side and screw-down non-return valves on the
delivery side. The pipes are to be arranged so that each
pump can supply each feedwater line.
Provision of only one feedwater line for auxiliary and
exhaust gas boilers is sufficient if the preheaters and automatic regulating devices are fitted with bypass lines.
Continuous-flow boilers need not be fitted with these
valves, provided that the heating of the boiler is automatically switched off if the feedwater supply fails, and that the
feedwater pump supplies only one boiler.
Feedwater lines may not pass through tanks which do not
contain feedwater.
C10.A.2.4
C10.A.2
C10.A.2.1
Steam heating, feedwater and

condensate systems
Where two feedwater pumps are provided, the capacity of

each is to be equivalent to at least 1,25 times the maximum
permitted output of all the connected steam producers.
General
Pipes, pumps and valves belonging to these systems are also

subject to the following requirements.
Where more than two feedwater pumps are installed, the

capacity of all other feedwater pumps, in the event of failure of the pump with the largest capacity, is to comply with
the requirements above.
For continuous-flow boilers, the capacity of the feedwater
pumps is to be at least 1,0 times the maximum steam
output.
Special conditions may be accepted for the capacity of the
feedwater pumps, for plants incorporating a combination of
oil-fired and exhaust-gas boilers or other arrangements.
Steam lines
Steam lines are to be installed and supported so that

expected stresses due to thermal expansion, external loads
and shifting of the supporting structure under both normal
and interrupted service conditions will be safely compensated. Sufficiently rigid positions are to be arranged as fixed
points for the steam piping systems. Steam lines are to be
provided with sufficient expansion arrangements.
Steam lines are to be installed so that water pockets will be
avoided. Means are to be provided for reliable drainage of
the piping system.
Steam lines are to be effectively insulated to prevent heat
losses. Pipe penetrations through bulkheads and decks are
to be insulated to prevent heat conduction. At points where
there is a possibility of contact, the surface temperature of
the insulated steam lines may not exceed 60C. Wherever
necessary, additional protection arrangements against unintended contact are to be provided.
February 2002
Capacity of feedwater pumps
Provision of only one feedwater pump is sufficient if the

boiler is not intended for essential services.
For steam and hot water generators as well as for oil-fired

burners, the provision of 9.1.13 of Chapter 9 are to be complied with.
C10.A.2.2
Feedwater lines
C10.A.2.5
Boiler water circulating systems
The provision of only one circulating pump for each boiler

is sufficient in the following cases:
boilers are heated only by gases whose temperature
does not exceed 400C, or
a common standby circulating pump is provided, which
can be connected to any boiler,
the burners of oil- or gas-fired auxiliary boilers are
arranged so that they are automatically shut off if the
circulating pump fails and the heat stored in the boiler
does not cause any unacceptable evaporation of the
available water in the boiler,
the boiler is not intended for essential services.
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C10.A.2.6
C10.A.3.3
Condensate recirculation
The condensate of all heating systems used to heat oil (e.g.

fuel, lubricating, cargo oil) is to be led to condensate observation tanks. These tanks are to be fitted with vents to the
open deck.
Sounding pipes
Sounding pipes are to be provided for tanks, cofferdams

and void spaces and bilge wells in spaces which are not
accessible at all times. As far as possible, sounding pipes
are to be laid straight and are to extend as near as possible
to the bottom of the tank close to the pump suction.
Sounding pipes may not be used as filling pipes.
C10.A.3
C10.A.3.1
General
The minimum wall thickness for steel pipes is to be in

accordance with Table C10.5, Table C10.6 and Table
C10.10.
The minimum wall thickness for pipes in material other than
steel shall be at least:
in accordance with Tables C10.7, C10.8 or C10.9
below the open deck
increased by at least 50% above the open deck.
All compartments and tanks arranged with filling and/or
drainage equipment are to be fitted with air pipes and
sounding devices.
Where tanks are fitted with remote level indicators

approved by the Society, provision of sounding pipes may
be dispensed with.
Sounding pipes which terminate below the datum are to be
fitted with self-closing shutoff devices. Such sounding pipes
are permissible only in spaces which are accessible at all
times. All other sounding pipes are to be extended to the
open deck. Sounding pipe openings are always to be accessible and fitted with watertight closing devices.
Sounding pipes for tanks which contain flammable liquids
are to extend to the open deck, or comply with the requirements of Art. 7.5 of Chapter 7 and 10.2.4.7.
Sounding pipes are to have a nominal inside diameter of at
least 32 mm.
C10.A.4
C10.A.3.2
Drinking water systems
Air and overflow pipes

Note: Any national rules are to be observed.
Voids, cofferdams and tanks are to be fitted with air pipes.

The arrangement is to allow total filling of tanks under normal trim conditions.
Air pipes located on open deck are to be fitted with automatic air pipe heads approved by the Society at a height not
lower than 760 mm above deck.
Note: Refer to International Convention on Load Lines, 1966 Reg.
20 (LLC66) as amended.
Air pipes of tanks which contain fuel oil are to terminate on

open deck to save locations with no risk of ignition (see also
10.2.4.8).
Air pipes of tanks which contain liquids other than fuel oil
may terminate inside closed spaces. Means are to be provided for safe drainage in the event of overflow.
Air pipes of integral tanks located at the shell side are to terminate above the datum.
Air and overflow pipes are to be arranged in such a way that
they are self-draining under normal conditions.
Where air and overflow pipes of several tanks are connected to a common line, the common line and
connections are to be arranged so that, if a leakage occurs
in one tank due to hull damage or listing of the ship, fuel or
water cannot flow into another tank.
The minimum inner diameter of air/overflow pipes is not to
be less than 40 mm.
The clear cross-sectional area of air/overflow pipes is to be
at least 1,25 times the cross-sectional area of the filling
pipes. However, pump capacity and pressure head are to be
considered in sizing air and overflow pipes.
196
Drinking water systems are to comply with the Society

Rules.
C10.A.5
Sanitary systems
C10.A.5.1
General arrangement
Sanitary discharge pipes are to be arranged so that, in the

event of damage, undamaged compartments cannot be
flooded by damaged discharge lines, even if the craft
inclines temporarily.
Where discharge lines from several watertight compartments are connected to one tank, the compartments are to
be separated from each other by gate or ball valves at the
watertight bulkheads. Valves shall be capable of being
closed by remote control from the craft operating compartment or another space above the datum. An indicator for
the closed position is to be provided among the controls.
The minimum wall thicknesses of sanitary discharge pipes
are to be determined in accordance with Table C10.5 and
Table C10.10. Penetrations of pipes of smaller thickness,
pipes of special types and plastic pipes through bulkheads
or decks of type A fire integrity require Society approval.
Overboard discharges are to be fitted with means of preventing ingress of water from the sea. The Load Line
Convention (LLC) as amended is to be applied analogously.
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February 2002
HSC Chapter 10
C10.A.5.2
Sewage tanks and sewage treatment

systems
Sewage tanks are to be fitted with air pipes leading to the

open deck above the datum.
Sewage tanks are to be fitted with a filling connection, a
connection for flushing the tank and a level alarm. Existing
overflows to the bilge or openings for adding of chemicals
are considered as internal openings.
The discharge lines of sewage tanks below the datum are to
be fitted with a non-return valve and a gate valve. The gate
valve is to be fitted directly at the craft's shell.
A single screw-down non-return valve may be used instead
of the gate and non-return valves.
The second means of reverse-flow protection may be a pipe
loop with an overflow height which remains above the
water level in the worst anticipated damage condition. The
pipe loop is to be fitted with an automatic ventilation
device located 45 below the crest of the loop.
Ballast and bilge pumps may not be used for emptying sewage tanks.
Hatches are normally to be visible from control stations. If,

in exceptional cases, this is impossible, opening and closing
of the hatches are to be signalled by an audible alarm. In
addition, the control stations are then to be equipped with
indicators to monitor movements of the hatch covers.
At control stations, the controls governing opening and
closing operations are to be appropriately marked.
Suitable equipment is to be fitted in, or immediately adjacent to, each power unit (cylinder or similar) used to
operate hatch covers, to enable the hatches to be closed
slowly in the event of a power failure (e.g. due to a pipe
rupture).
Hatch covers are to be fitted with devices which prevent
them from moving into their end positions at excessive
speed. Such devices are not to cause the power unit to be
switched off.
C10.A.6.2.2 Pipes
Pipe dimensions are to be calculated according to the Society Rules.
C10.A.6
C10.A.6.1
Hydraulic systems for hatch

covers, shell closing appliances,
watertight doors and hoists
General
Cylinders are preferably to be made of steel, cast steel or

nodular cast iron (with a predominantly ferritic matrix).
For cylinders, where PBi > 2000, materials are to be tested
in accordance with the Society Rules (Di being the inside
diameter, in mm).
Testing of materials by the Society may be dispensed with in
the case of cylinders for secondary applications, provided
that evidence in the form of a works test certificate (e.g. to
EN 10 204 - 2.3) is supplied.
For testing the materials of hydraulic accumulators, see
Chapter 9.
C10.A.6.2
Hydraulic operating equipment for hatch

covers
C10.A.6.2.1 Design and construction

Hydraulic operating equipment for hatch covers may be
served either by a common power station for all hatch covers or by several power stations individually assigned to a
single hatch cover. Where a common power station is used,
at least two pump units are to be fitted. Where the systems
are supplied individually, changeover valves or fittings are
required so that operation can be maintained if one pump
unit fails.
Movement of hatch covers may not be initiated by starting
of the pumps. Special control stations are to be provided to
control the opening and closing of hatch covers. Controls
are to be so designed that, as soon as they are released,
movement of the hatch covers stops immediately.
February 2002
Piping systems are to be fitted with filters to clean the

hydraulic fluid.
Equipment is to be provided to enable the hydraulic systems
to be vented.
The accumulator space of the hydraulic accumulator is to
have permanent access to the relief valve of the connected
system. The gas chamber of the accumulator may be filled
only with inert gases. Gas and operating media are to be
separated by accumulator bags, diaphragms or similar
devices.
Connection between the hydraulic systems used for hatch
cover operation and other hydraulic systems is permitted
only at the discretion of the Society.
Tanks forming part of the hydraulic system are to be fitted
with oil-level indicators.
C10.A.6.2.3 Emergency operation
Devices shall be fitted that are independent of the main system and which enable hatch covers to be opened and
closed in the event of failure of the main system. Such
devices may, for example, take the form of loose rings enabling hatch covers to be moved by cargo winches, warping
winches etc.
C10.A.6.3
Hydraulically operated closing

appliances in the craft's shell
C10.A.6.3.1 Scope
The following requirements apply to the power equipment
of hydraulically operated closing appliances in the craft's
shell, such as shell and landing doors which are not normally operated while at sea.
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The movement of doors and other closing devices in the
shell may not be initiated by starting of the pumps at the
power station.
Local control, inaccessible to unauthorized persons, is to be
provided for every closing appliance in the craft's shell. As
soon as the controls (push-buttons, levers or similar) are
released, movement of the appliance is to be stopped
immediately.
Closing appliances in the craft's shell are normally to be visible from control stations. If the movement cannot be
observed, audible alarms are to be fitted. In addition, control stations are to be equipped with indicators enabling the
movement to be monitored.
Closing appliances in the craft's shell are to be fitted with
devices which prevent them from moving into their end
positions at excessive speed. Such devices are not to cause
the power unit to be switched off.
As far as necessary, mechanical means are to be provided to
lock closing appliances in the open position.
Every power unit driving horizontally hinged or vertically
operated closing appliances is to be fitted with throttle
valves or similar devices, to prevent sudden dropping of the
closing appliance.
Driving power shall be shared between at least two mutually independent pump units.
Local controls, inaccessible to unauthorized persons, are to

be fitted. The movement of hoists is normally to be visible
from the operating stations. If the movement cannot be
observed, audible and/or visual warning devices are to be
fitted. In addition, operating stations are to be equipped
with indicators to monitor the movement of the hoist.
Devices are to be fitted which prevent the hoist from reaching its end position at excessive speed. Such devices are not
to cause the power unit to be switched off. As far as necessary, mechanical means are to be provided to lock the hoist
in its end positions.
Suitable equipment is to be fitted in, or immediately adjacent to, each power unit used to operate hoists to enable
them to be lowered slowly if the power unit fails or a pipe
ruptures.
For pipes see C10.A.6.2.2.
C10.A.6.6
Tests at the manufacturer's works
C10.A.6.6.1
Testing of power units
Power units are to undergo testing on a test bed. Factory test

certificates for this testing are to be submitted at final
inspection of the hydraulic system.
For pipes see C10.A.6.2.2.

C10.A.6.6.2
C10.A.6.4
Hydraulic operating systems for

watertight doors
Requirements concerning these

Chapter 2.
items
are
given
Pressure and tightness tests
Pressure components are to undergo a pressure test at test

pressure PP = 1,5PR.
in
Hoists
For the definitions of the PP and PR see C10.1.5.3 and

C10.1.5.4. However, for maximum working pressures
above 20 MPa, the test pressure need not exceed PR + 10
MPa.
C10.A.6.5.1 Scope
For pressure testing of pipes, their valves and fittings, see

C10.1.7.
C10.A.6.5
For the purposes of these requirements, hoists include

hydraulically operated appliances such as wheelhouse
hoists, lifts and similar equipment.
Tightness tests are to be performed on components for

which this is appropriate.
C10.A.6.6.3
Function tests
Watertight doors are to be subjected to a functional test

with an adverse list of 15.
Hoists may be operated either by a combined power station

or by individual power stations.
In the case of a combined power supply, with hydraulic
drive pipes connected to other hydraulic systems, a second
pump unit is to be fitted.
The movement of hoists is not to be initiated merely by
starting the pumps. The movement is to be controlled from
special operating stations. Controls are to be so arranged
that, as soon as they are released, the movement of the hoist
stops immediately.
198
C10.A.6.6.4
Shipboard trials
After installation, the equipment is to undergo an operational test.

Operational testing of watertight doors is to include the
emergency operating system and measurement of closing
times.
Bureau Veritas
February 2002
HSC Chapter 10
Part B
10.9
Bilge pumping and drainage

systems
10.9.1
For category B craft at least three and for category A craft at least two power bilge pumps shall be fitted
connected to the bilge main, one of which may be driven
by the propulsion machinery. Alternatively, the arrangement
may be in accordance with the requirements of 10.3.14.
10.9.2
The arrangements shall be such that at least
one power bilge pump shall be available for use in all flooding conditions which the craft is required to withstand as
follows:
.1
one of the required bilge pumps shall be an
emergency pump of a reliable submersible type having an
emergency source of power; or
10.9.4
Distribution boxes, cocks and valves in connection with the bilge pumping system shall be so arranged
that, in the event of flooding, one of the bilge pumps may
be operative in any compartment. In addition, damage to a
pump or its pipe connecting to the bilge main shall not put
the bilge system out of action. When, in addition to the
main bilge pumping system, an emergency bilge pumping
system is provided, it shall be independent of the main system and so arranged that a pump is capable of operating in
any compartment under flooding conditions as specified in
10.3.3. In that case only the valves necessary for the operation of the emergency system need be capable of being
operated from above the datum.
10.9.5
All cocks and valves referred to in 10.9.4
which can be operated from above the datum shall have
their controls at their place of operation clearly marked and
shall be provided with means to indicate whether they are
open or closed.
.2
the bilge pumps and their sources of power
shall be so distributed throughout the length of the craft that
at least one pump in an undamaged compartment will be
available.
C10.9.5
The control station for remote-controlled
valves shall be located in the operating compartment as far
as possible.
C10.9.2
The emergency source is to be located
above the datum.
C10.B.1
10.9.3
On multi-hull craft, each hull shall be provided with at least two bilge pumps.
Requirements concerning
Chapter 2.
Part C
10.10
Operating systems for watertight

doors
these items
are
given
in
Bilge pumping systems
10.10.1
At least two power pumps connected to the
main bilge system shall be provided, one of which may be
driven by the propulsion machinery. If the Administration is
satisfied that the safety of the craft is not impaired, bilge
pumping arrangements may be dispensed with in particular
compartments. Alternatively, the arrangement may be in
accordance with the requirements of 10.3.14.
10.10.2
On multi-hull craft each hull shall be provided with at least two power pumps, unless a bilge pump
in one hull is capable of pumping bilge in the other hull. At
least one pump in each hull shall be an independent power
pump.
C10.C.1
Hydraulic operating systems for

watertight doors
R eq uirement s concerning these it ems are given in

Chapter 2.
February 2002
Bureau Veritas
199
HSC Chapter 11
CHAPTER 11
C11.0
REMOTE CONTROL, ALARM AND SAFETY SYSTEMS
C11.0.1
to be submitted in triplicate for approval. The Society
reserves the right to ask for supplementary copies if deemed
necessary in particular cases.
11.1.2
Back-up control systems comprise all
equipment necessary to maintain control of essential functions required for the craft's safe operation when the main
control systems have failed or malfunctioned.
11.2
Layout diagrams showing the location of
individual components, input and output devices, control
cabinets and interconnection lines between the
components;
General
.1
.2
Wiring and piping diagrams including details
of their material and connecting units;
.3
Plans and specification showing the working
principles of the system with comprehensive description;
.4
List of instruments stating name of manufacturers, types, working ranges, set points and application
with regard to their environmental conditions;
11.2.1
Failure of any remote or automatic control
systems shall initiate an audible and visual alarm and shall
not prevent normal manual control.
11.2.2
Manoeuvring and emergency controls shall
permit the operating crew to perform the duties for which
they are responsible in a correct manner without difficulty,
fatigue or excessive concentration.
.5
Plans of control and monitoring panels with
details on their instrumentation and control devices;
C11.2.2
The operation of the remote control from the
craft's operation station is to be so designed and constructed that it does under normal conditions not require
the operator's particular attention of the details of the
machinery.
List of operating values of machinery and

limits for alarm and safety action threshold;
The remote control systems consisting of steel cable links or

equivalent are to be submitted to the Society for special
consideration.
.6
.7
Diagrams of electric and non-electric power
supply;
.8
System analysis of programmable electronic
systems including hardware configuration, algorithms and
on special request data structure and storage allocations;
FMEA documentation as required in Annex 4 where manual

intervention for averting of a danger is not possible;
.9
Testing programmes of the equipment in the
manufacturer's works and on dock and sea trial.
C11.0.2
11.1
11.2.3
Where control of propulsion or manoeuvring
is provided at stations adjacent to but outside the operating
compartment, the transfer of control shall only be effected
from the station which takes charge of control. Two-way
voice communication shall be provided between all stations
from which control functions may be exercised and
between each such station and the look-out position. Failure of the operating control system or of transfer of control
shall bring the craft to low speed without hazarding passengers or the craft.
Definitions
11.1.1
Remote control systems comprise all
equipment necessary to operate units from a control position where the operator cannot directly observe the effect
of his actions.
200
The equipment, to which this Chapter applies, shall be of

state of the art design and construction and shall have
proved their reliability in marine service. If evidence on the
required reliability cannot be given by relevant documentation, the equipment has to be subjected to an approval
according to the Rules of the Society.
C11.2.3
Under normal conditions, the transfer of the
control function between such control positions may only
be effected if the respective control devices are in the same
position or if equivalent means are provided for smooth
transfer of command without significant change in the
crafts speed and direction of thrust.
Bureau Veritas
February 2002
HSC Chapter 11
11.2.4
For category B craft and cargo craft, remote
control systems for propulsion machinery and directional
control shall be equipped with back-up systems controllable
from the operating compartment. For cargo craft, instead of
a back-up system described above, a back-up system controllable from an engine control space, such as an engine
control room outside the operating compartment, is
acceptable.
C11.2.4
If provided so, the communication of
machinery propulsion orders shall be effected by a telegraph system or equivalent means, which imply an optical
indication at the such control positions of the machinery
orders received from the craft's operating station.
C11.2.5
Under all sailing conditions (including
manoeuvring), the propulsion machinery, including propellers, jets, flaps or other means which affect the speed and
direction of thrust of all category high speed craft, is to be
controllable from the craft's operating station.
C11.2.9
The power for the control system is to be
supplied from the same source which supplies the essential
services for the propulsion units. As an alternative, the
power for the control system may be supplied from other
sources of power with backing-up facilities, which are sufficient for at least 15 minutes operation of the control system,
in case of failure in its normal supply.
In case of category B craft, the control system of each propulsion unit shall have its individual source of power.
11.3
11.3.1
In all craft, the station or stations in the operating compartment from which control of craft
manoeuvring and/or of its main machinery is exercised shall
be provided, within easy reach of the crew member at that
station, with controls for use in an emergency to:
.1
C11.2.6
In principle the remote control is to be performed by a single control device for each independent
propulsion unit with automatic performance of all associated services including, where necessary, means of
preventing overload and prolonged running in critical
speed ranges of the propulsion unit.
In cases where multiple propulsion units are designed to
operate simultaneously, the command on their controls
shall be designed for the possibility of being connected in
one control device, in order to select individual or common
control of the units, as necessary for the appropriate mode
of operation.
Movement of the control device shall take place in the
same direction as the desired motion of the ship.
C11.2.7
Each control position is to be provided with
means to indicate which of them is in control.
At any control position, from which control of craft's
manoeuvring is exercised, the operating effects caused by
control inputs to the propulsion unit shall continuously be
indicated.
C11.2.8
After restoration of normal conditions following an automatic shut-down, the machinery shall not start
inadvertently before the control device has been reset to
stop. Following an automatic slow-downif providedthe
propulsion of the craft shall not accelerate inadvertently
before the control device has been reset to the actual step of
speed, to which the power of the propulsion had been
decreased.
Alternatively, other arrangements may be provided for the
operator to consciously admit starting or acceleration of
propulsion machinery.
Remote starting of a propulsion unit is to be automatically
inhibited if conditions exist which may hazard the machinery, e.g. turning gear engaged, clutch engaged, shut-down
activated, etc.
February 2002
Emergency controls
activate fixed fire-extinguishing systems;
.2
close ventilation openings and stop ventilating machinery supplying spaces covered by fixed fireextinguishing systems, if not incorporated in .1;
.3
shut off fuel supplies to machinery in main
and auxiliary machinery spaces;
.4
disconnect all electrical power sources from
the normal distribution system (the operating control shall
be guarded to reduce the risk of inadvertent or careless
operation); and
.5
stop main engine(s) and auxiliary machinery.
C11.3.1
Unless it is considered impracticable, a single failure of the emergency controls shall not have an
inadvertent effect on the system which it serves. In case of
such a failure, an alarm shall be given in the craft's operating compartment.
The stopping device for main engine(s) is to be independent
from the remote control system at the craft's operating
station.
11.3.2
Where control of propulsion and manoeuvring is provided at stations outside the operating
compartment, such stations shall have direct communication with the operating compartment which shall be a
continuously manned control station.
11.3.3
In addition, for category B craft, control of
propulsion and manoeuvring, as well as emergency functions referred to in 11.3.1, shall be provided in a station
outside the operating compartment. Such stations shall
have direct communication with the operating compartment which shall be a continuously manned control station.
Bureau Veritas
201
HSC Chapter 11
11.4
Alarm system
11.4.1
Alarm systems shall be provided which
announce at the craft's control position, by visual and audible means, malfunction or unsafe conditions. Alarms shall
be maintained until they are accepted and the visual indications of individual alarms shall remain until the fault has
been corrected, when the alarm shall automatically reset to
the normal operating condition. If an alarm has been
accepted and a second fault occurs before the first is rectified, the audible and visual alarms shall operate again.
Alarm systems shall incorporate a test facility.
11.4.1.1
Emergency alarms giving indication of conditions requiring immediate action shall be distinctive and in
full view of crew members in the operating compartment,
and shall be provided for the following:
.1
activation of a fire detection system;
.2
total loss of normal electrical supply;
.3
overspeed of main engines;
.4
thermal runaway
installed nickel-cadmium battery.
of
any
.7
tion lights;
extinction of side, masthead or stern naviga-
.8
low level of contents of any fluid reservoir the
contents of which are essential for normal craft operation;
failure of any connected electrical power
.9
source;
.10
failure of any ventilation fan installed for ventilating spaces in which inflammable vapours may
accumulate;
diesel engine fuel line failure as required by
.11
9.4.2.
C11.4.1.2
With reference to 11.4.1.2.1 in particular,
the machinery is to be monitored in the scope as listed in
Table C11.4.1.2.1 to Table C11.4.1.2.6.
Table C11.4.1.2.1 - Propulsion diesel engines
permanently
C11.4.1.1
In addition to the alarms requested under
11.4.1.1, the following alarms, giving indication that is distinctive and in full view of crew members in the operating
compartment, are to be provided:
.1
fuel oil tank overflow;
.6
fire (alarm to summon the crew);
.2
general emergency alarm (alarm to summon
crew and passengers to muster stations);
.3
fire-extinguishing medium imminent release;
.4
watertight doors imminent closing, compart-
ment flooding.
11.4.1.2
Alarms with a visual display distinct from that
of alarms referred to in 11.4.1.1 shall indicate conditions
requiring action to prevent degradation to an unsafe condition. These shall be provided for at least the following:
Parameter
Alarm
level
Lubricating oil pressure
low
Lubricating oil
temperature inlet
high
Differential pressure across

lubricating oil filter
high
Pressure or flow of cooling

water
low
Temperature of
cooling water outlet
high
Level in cooling water

expansion tank
low
Deviation of each
cylinder from average of
exhaust gas temperature, or
high
Exhaust gas temperature of

each cylinder
low + high
.3
operation of any automatic bilge pump;
high
if cylinders not
monitored individually and if
cylinder power
below 130 kW
Pressure of fuel oil to

engine
low
if supplied by
electrical pumps
low + high
if heated
Temperature of fuel oil to

engine
Pressure of control air
low
low
.4
failure of compass system;
Pressure of starting air
.5
low level of a fuel tank contents;
Safety system
202
if cylinder power
above 130 kW
Exhaust gas temperature

after turbocharger
.1
exceeding the limiting value of any craft,
machinery or system parameter other than engine
overspeed;
.2
failure of normal power supply to powered
directional or trim control devices;
Remark
Bureau Veritas
failure
February 2002
HSC Chapter 11
Table C11.4.1.2.2 - Propulsion gas turbines

Parameter
Alarm level
Table C11.4.1.2.6 - Miscellaneous
Remark
Parameter
Alarm level
Remote control of
propulsion
failure
high
Safety system of each

machinery
tripped
Bearing temperature
high
Override of safety
system
Exhaust gas temperature outlet
high
Power of alarm system
failure
Vibrations
high
tripped
Axial displacement
high
Electrical non-essential
consumers
Combustion/ignition
failure
low
Lubricating oil temperature
high
Differential pressure across lubricating oil filter
Hydraulic service oil pressure

Safety system
low
failure
Table C11.4.1.2.3 - Transmission, shaft gears

Parameter
Alarm level
Lubricating oil pressure to gears
low
Lubricating oil temperature of

gears with sliding bears
high
Servo oil pressure of gears and

transmissions
low
Thrust bearing temperature
high
Stern tube temperature
high
Insulation resistance
low
Emergency controls
failure
Fire alarm system
failure
Stand-by function of
auxiliaries
start
Machinery space bilge

level
high
2 sensors at least
for each
machinery space
Fuel oil service tank

temperature
high
if heated above
flash-point
Purifier
Alarm level
low
Pressure or flow of cooling water
low
Temperature of cooling water outlet
high
Starting power capacity
low
Voltage
low
Frequency
low
Overspeed
tripped
Safety system
failure
activated
Remark
failure
11.4.1.3
All warnings required by 11.4.1.1 and
11.4.1.2 shall be provided at all stations at which control
functions may be exercised.
Table C11.4.1.2.4 - Main diesel generator sets

Parameter
Remark
Remark
11.4.2
The alarm system shall meet appropriate
constructional and operational requirements for required
alarms.
Note: Refer to the Code on Alarms and Indicators, 1995, adopted
11.4.3
Equipment monitoring the passenger, cargo
and machinery spaces for fire and flooding shall, so far as
practicable, form an integrated sub-centre incorporating
monitoring and activation controls for all emergency situations. This sub-centre may require feed-back instrumentation to indicate that actions initiated have been fully implemented.
C11.4.4
On category B craft, alarm systems including
their power supply have to be separate for each independent propulsion unit and its essential auxiliaries.
Table C11.4.1.2.5 - Auxiliary boilers

Parameter
Water level
Alarm level
11.5
Safety system
low
Steam pressure
low + high
Flame failure
shut down
Safety system
failure
February 2002
Remark
11.5.1
Where arrangements are fitted for overriding
any automatic shut-down system for the main propulsion
machinery in accordance with 9.2.2, they shall be such as
to preclude inadvertent operation.
Bureau Veritas
203
HSC Chapter 11
When a shut-down system is activated, an audible and visual alarm shall be given at the control station and means
shall be provided to override the automatic shut-down
except in cases where there is a risk of complete breakdown
or explosion.
C11.5.1
In case of need, the bridge operator may
have a possibility to cancel the safety devices which could
have caused the propelling machinery to stop (except for
the overspeed one). Control of this device is to be such as to
preclude inadvertent operation; the indication safety
devices off shall be clearly visible.
C11.5.2
After restoration of normal conditions following a shut-down, resetting of the safety system shall be
possible at the craft's operating station and at other positions from which the control can be exercised.
C11.5.3
Safety systems are to be designed as far as
practicable to be independent of the alarm and control system and their power supply, such that a failure or
malfunction in these systems will not prevent the safety system from operating.
Safety systems including their power supply shall be separate for each propulsion unit.
C11.5.4
Electrical circuits of safety systems for propulsion machinery and essential systems, which in case of
their failure have sudden effect on the availability of the
propulsion and directional control of the craft, shall be such
that a single failure in the system does not result, as far as
practicable, in a loss of propulsion and directional control.
The electrical circuits of safety systems for other machinery,
which have no sudden effect on the availability of the propulsion and steering, may be designed as suitable for their
purpose with the most effective protection of the machinery.
204
C11.5.5
The power for the safety system shall be supplied from the main source of electrical power. Provisions
are to be made for supplying power uninterrupted to the
safety system for at least 15 minutes following a failure of
the ship's main source of electrical power. The electric and
pneumatic supplies are to be monitored.
C11.6
Stand-by systems
C11.6.1
Where stand-by units are required, they shall
start up automatically:
on failure of operational units
to preserve stored energy resources (e.g. compressed

air)
on operational demand, if auxiliary machinery are operated in staggered service.
C11.6.2
The threshold for activation of the stand-by
system shall be such that normal operation is restored
before the safety system is activated.
C11.6.3
The changeover to a stand-by unit due to a
fault is to be signalled visually and audibly. However, an
alarm is not to be tripped in the case of machinery installations with auxiliary machines driven mechanically from the
propulsion plant where the stand-by machines start up automatically in the lower speed range.
C11.6.4
Sets which have suffered a malfunction and
have shut down automatically may only be provided for
restart after manual reset independent of the alarm
acknowledgement.
Bureau Veritas
February 2002
HSC Chapter 12
CHAPTER 12
ELECTRICAL INSTALLATIONS
Part A
C12.0
General
.16
Electrical diagram of the firedoor control and
monitoring
C12.0.1
to be submitted, at least in triplicate, for approval. The Society reserves its right to ask for supplementary copies, if
.1
Single line general electric diagram of the
installation (including emergency installation)
.2
Diagram of power supplies or converters
.3
Electrical load analysis
.17
.18
Diagram of the public address system or
other inter-communication systems.
C12.0.2
In addition to the documentation requested
above, the following is also required:
.1
.4
Calculation of short-circuit currents for each
installation in which the sum of rated power of the energy
sources which may be connected contemporaneously to the
network is greater than 500 kVA (kW), and in each installation where selective protective devices are foreseen
.5
List of circuits including, for each supply and
distribution circuit, data concerning the nominal current,
the cable type, length and cross-section, nominal and setting values of the protective and control devices
.6
Single line and functional diagram of the
main switchboard
Single line and functional diagram of the

emergency switchboard
.7
Diagram of the emergency stop systems
For passenger craft:
(a) Single line diagram of the main cable runs showing

cables for duplicated equipment and the location of the
main distribution and emergency switchboards
(b) Diagrams of switchboards for control, indication and
alarm of watertight doors.
.2
For passenger and cargo craft with spaces
intended for the carriage of motor vehicles with fuel in their
tanks and/or spaces intended for the carriage of dangerous
goods:
(a) Plan of dangerous spaces giving details of types of

cables and safety characteristics of the equipment
installed therein
(b) Diagrams of control and monitoring systems for doors,
closed-circuit television or monitoring systems for
flooding on passenger craft with ro-ro spaces or special
category spaces
Diagram of the most important section
boards
(c) Diagrams of supplementary emergency lighting systems

for the craft in the previous item (b).
.9
Diagram of the supply, monitoring and control systems of the steering gear
Further documentation may be required, if deemed necessary by the Society.
.8
.10
Diagram of the supply, monitoring and control systems of the propulsion plant
12.1
General
Diagram of the Engineers' alarm system
12.1.1
Electrical installations shall be such that:
.13
Diagram of the navigation-light switchboard
.14
Electrical diagram of the gas fire extinguish-
ing system
.1
all electrical auxiliary services necessary for
maintaining the craft in normal operation and habitable
conditions will be ensured without recourse to the emergency source of electrical power;
.15
Electrical diagram of the sprinkler fire extinguishing system
.2
electrical services essential for safety will be
ensured under various emergency conditions; and
.11
Diagram of the general alarm system
.12
February 2002
Bureau Veritas
205
HSC Chapter 12
.3
the safety of passengers, crew and craft from
electrical hazards will be ensured.
Note: Refer to the recommendations published by the International
Electrotechnical Commission and, in particular, Publication 60092 Electrical installation in ships.
The FMEA shall include the electrical system, taking into

account the effects of electrical failure on the systems being
supplied. In cases where faults can occur without being
detected during routine checks on the installations, the
analysis shall take into account the possibility of faults
occurring simultaneously or consecutively.
and direction are controlled only by varying propeller

pitch).
Shaft generator installations which do not comply with this
criterion may be fitted as additional source(s) of power provided that:
.1
On loss of power from the shaft generator(s),
a stand-by generating set starts up automatically
.2
The capacity of the stand-by set is adequate
for the loads necessary for craft propulsion and safety
.3
These services are restored as quickly as
practicable.
12.1.2
The electrical system shall be designed and
installed so that the probability of the craft being at risk of
failure of a service is extremely remote.
12.1.3
Where loss of particular essential service
would cause serious risk to the craft, the service shall be fed
by at least two independent circuits fed in such a way that
no single failure in the electrical supply or distribution systems would affect both supplies.
12.1.4
The securing arrangements for heavy items,
i.e. accumulator batteries, shall, as far as practicable, prevent excessive movement during the accelerations due to
grounding or collision.
12.1.5
Precautions shall be taken to minimize risk of
supplies to essential and emergency services being interrupted by the inadvertent or accidental opening of switches
or circuit breakers.
12.2.2
The capacity of these generating sets shall be
such that, in the event of any one generating set being
stopped or failing, it will still be possible to supply those
services necessary to provide the normal operational conditions of propulsion and safety. Minimum comfortable
conditions of habitability shall also be ensured, which
include at least adequate services for cooking, heating,
domestic refrigeration, mechanical ventilation, sanitary and
fresh water.
C12.2.3
(a) In addition to the normal operational conditions of propulsion and safety as per 12.2.2, steering conditions are
also to be provided.
(b) Those services necessary to provide normal operational
conditions of propulsion, steering and safety do not
include services such as:
(1) Thrusters not forming part of the main propulsion
system
(2) Windlass
12.2
(3) Moorings
Main source of electrical power
(4) Cargo handling gear
12.2.1
A main source of electrical power of sufficient capacity to supply all those services mentioned in
12.1.1 shall be provided. The main source of electrical
power shall consist of at least two generating sets.
C12.2.1
Electrical propulsion
For electrically propelled craft with two or more constantvoltage propulsion generating sets, the craft's service electric power may be derived from this source and additional
service generators need not be fitted, provided that effective
propulsion be maintained with one propulsion generator
out of service.
C12.2.2
Shaft-driven generators
One of the required generators may be a generator driven

by a main propulsion unit (shaft generator) intended to
operate at constant speed, (e.g. a system where craft speed
206
(5) Cargo pumps

(6) Air conditioning.
12.2.3
The arrangements of the craft's main source
of electrical power shall be such that the services referred to
in 12.1.1.1 can be maintained regardless of the speed and
direction of the propulsion machinery or shafting.
12.2.4
In addition, the generating sets shall be such
as to ensure that, with any one generator or its primary
source of power out of operation, the remaining generating
set shall be capable of providing the electrical services necessary to start the main propulsion plant from dead craft
condition. The emergency source of electrical power may
be used for the purpose of starting from a dead craft condition if its capability, either alone or combined with that of
any other source of electrical power, is sufficient to provide
at the same time those services required to be provided by
12.7.3.1 to 12.7.3.3 or 12.7.4.1 to 12.7.4.4 or 12.8.2.2.1 to
12.8.2.2.4, as appropriate.
Bureau Veritas
February 2002
HSC Chapter 12
12.2.5
Where transformers constitute an essential
part of the electrical supply system required by this section,
the system shall be so arranged as to ensure the same continuity of supply as stated in Art. 12.2.
C12.2.5
This requirement also applies to static converters or charging units.
The following requirement also applies to these
transformers.
The number, capacity and arrangement of power transformers supplying auxiliary electrical systems are to be such
that, with any one transformer not in operation, the remaining transformer(s) is (are) sufficient to ensure the safe
operation of those services necessary to provide normal
operational conditions of propulsion and safety. Minimum
comfortable conditions of habitability are also to be
ensured, including at least adequate services for cooking,
heating, domestic refrigeration, mechanical ventilation,
sanitary and fresh water.
Each transformer required is to be located as a separate
unit, with a separate enclosure or equivalent arrangement,
and is to be served by separate circuits on the primary and
secondary sides. Each primary circuit is to be provided with
switchgear and protective devices in each phase.
Each of the secondary circuits is to be provided with a
multipole isolating switch.
See the examples given in Figure C12.2.5.1.
Transformers supplying a bow thruster are excluded.
12.2.6
A main electric lighting system which shall
provide illumination throughout those parts of the craft nor-
mally accessible to and used by passengers and crew shall

be supplied from the main source of electrical power.
12.2.7
The arrangement of the main electric lighting
system shall be such that a fire or other casualty, in spaces
containing the emergency source of electrical power, associated transforming equipment, if any, the emergency
switchboard and the emergency lighting switchboard, will
not render inoperative the main electric lighting system
required by 12.2.6.
12.2.8
The main switchboard shall be so placed relative to one main generating station that, as far as
practicable, the integrity of the normal electric supply may
be affected only by a fire or other casualty in one space. An
environmental enclosure for the main switchboard, such as
may be provided by a machinery control room situated
within the main boundaries of the space, shall not be considered as separating the switchboards from the generators.
C12.2.8
By main generating station is understood
one or more generating set(s).
For the purpose of classification, the Society adds the following interpretation of the above requirement:
The main switchboard and generating sets are, in general,
to be located in the same main fire zone (if any) or in the
same machinery compartment. However, the main switchboard may be installed inside a machinery control room,
provided that such a room be contained within the main
boundaries of the engine room.
Figure C12.2.5.1
Single-phase transformers
Three-phase transformers
R
'P'
'P'
(a)
(a)
(b)
(b)
enclosure or separation
(a) = switchgear and protective devices;
February 2002
(a)
(a)
(a)
(b)
(b)
(b)
(b) = multipole isolating switch
Bureau Veritas
207
HSC Chapter 12
12.2.9
The main busbars shall be subdivided into at
least two parts which shall be connected by a circuitbreaker or other approved means. So far as practicable, the
connection of generating sets and any other duplicated
equipment shall be equally divided between the parts.
For category B craft, each part of the main busbars with its
associated generators shall be arranged in separate
compartments.
12.3
12.3.5
Distribution systems shall be so arranged that
the feeders from the main and emergency sources are separated both vertically and horizontally as widely as
practicable.
12.3.6
The emergency source of electrical power
may be either a generator or an accumulator battery, which
shall comply with the following:
.1
Where the emergency source of electrical
power is a generator, it shall be:
Emergency source of electrical

power
.1.1 driven by a suitable prime mover with an independent supply of fuel having a flashpoint
which meets the requirements of 7.1.2.2;
12.3.1
A self-contained emergency source of electrical power shall be provided.
.1.2 started automatically upon failure of the electrical supply from the main source of electrical
power and shall be automatically connected to
the emergency switchboard. Those services
referred to in 12.7.5 or 12.8.3 shall then be
transferred to the emergency generating set.
The automatic starting system and the characteristic of the prime mover shall be such as to
permit the emergency generator to carry its full
rated load as quickly as is safe and practicable,
subject to a maximum of 45 seconds; and
12.3.2
The emergency source of electrical power,
associated transforming equipment, if any, transitional
source of emergency electrical power, emergency switchboard and emergency lighting switchboard shall be located
above the waterline in the final condition of damage as
referred to in chapter 2, operable in that condition and
readily accessible.
12.3.3
The location of the emergency source of
electrical power and associated transforming equipment, if
any, the transitional source of emergency power, the emergency switchboard and the emergency electrical lighting
switchboards in relation to the main source of electrical
power, associated transforming equipment, if any, and the
main switchboard shall be such as to ensure that a fire or
other casualty in spaces containing the main source of electrical power, associated transforming equipment, if any, and
the main switchboard or in any machinery space will not
interfere with the supply, control, and distribution of emergency electrical power. As far as practicable, the space
containing the emergency source of electrical power, associated transforming equipment, if any, the transitional
source of emergency electrical power and the emergency
switchboard shall not be contiguous to the boundaries of
the main machinery spaces or those spaces containing the
main source of electrical power, associated transforming
equipment, if any, or the main switchboard.
12.3.4
Provided that suitable measures are taken for
safeguarding independent emergency operation under all
circumstances, the emergency generator, if provided, may
be used exceptionally, and for short periods, to supply nonemergency circuits.
C12.3.4
Exceptionally is understood to cover conditions such as:
(1) blackout,
(2) dead ship situation,
(3) routine use for testing.
208
.1.3 provided with a transitional source of emergency electrical power according to 12.7.5 or
12.8.3.
.2
power is an accumulator battery, it shall be capable of:
.2.1 carrying the emergency electrical load without
recharging while maintaining the voltage of the
battery throughout the discharge period within
12% above or below its nominal voltage;
.2.2 automatically connecting to the emergency
switchboard in the event of failure of the main
source of electrical power; and
.2.3 immediately supplying at least those services
specified in 12.7.5 or 12.8.3.
C12.3.6
With reference to 12.3.6.1.2, for the purpose
of classification, the time for generator start-up and loading
is not to exceed 15 s.
12.3.7
The emergency switchboard shall be
installed as near as is practicable to the emergency source
of electrical power.
12.3.8
power is a generator, the emergency switchboard shall be
located in the same space unless the operation of the emergency switchboard would thereby be impaired.
Bureau Veritas
February 2002
HSC Chapter 12
12.3.9
No accumulator battery fitted in accordance
with this section shall be installed in the same space as the
emergency switchboard. An indicator shall be mounted in a
suitable space at the craft's operating compartment to indicate when the batteries constituting either the emergency
source of electrical power or the transitional source of emergency electrical power referred to in 12.3.6.1.3 are being
discharged.
12.3.10
The emergency switchboard shall be supplied during normal operation from the main switchboard
by an interconnector feeder which shall be adequately protected at the main switchboard against overload and short
circuit and which shall be disconnected automatically at the
emergency switchboard upon failure of the main source of
electrical power. Where the system is arranged for feedback
operation, the interconnector feeder shall also be protected
at the emergency switchboard at least against short circuit.
Failure of the emergency switchboard, when being used in
other than an emergency, shall not put at risk the operation
of the craft.
12.3.11
In order to ensure ready availability of the
emergency source of electrical power, arrangements shall
be made, where necessary, to disconnect automatically
non-emergency circuits from the emergency switchboard to
ensure that power shall be available to the emergency
circuits.
12.3.12
The emergency generator and its prime
mover and any emergency accumulator battery shall be so
designed and arranged as to ensure that they will function
at full rated power when the craft is upright and when the
craft has a list or trimming accordance with 9.1.12 including any damage cases considered in chapter 2, or is in any
combination of angles within those limits.
12.3.13
Where accumulator batteries are installed to
supply emergency services, provisions shall be made to
charge them in situ from a reliable on-board supply. Charging facilities shall be so designed to permit the supply of
services, regardless of whether battery is on charge or not.
Means shall be provided to minimise the risk of overcharging or overheating the batteries. Means for efficient air
ventilation shall be provided.
12.4
12.4.3
The stored energy shall be maintained at all
times, as follows:
.1
electrical and hydraulic starting systems shall
be maintained from the emergency switchboard;
.2
compressed air starting systems may be
maintained by the main or auxiliary compressed air receivers through a suitable nonreturn valve or by an emergency
air compressor which, if electrically driven, is supplied from
the emergency switchboard;
.3
all of these starting, charging and energystoring devices shall be located in the emergency generator
space. These devices shall not be used for any purpose
other than the operation of the emergency generating set.
This does not preclude the supply to the air receiver of the
emergency generating set from the main or auxiliary compresses air system through the non return valve fitted in the
emergency generator space.
12.5
Steering and stabilization
12.5.1
Where steering and/or stabilization of a craft
is essentially dependent on one device as with a single rudder or pylon, which is itself dependent on the continuous
availability of electric power, it shall be served by at least
two independent circuits, one of which shall be fed either
from the emergency source of electric power or from an
independent power source located in such a position as to
be unaffected by fire or flooding affecting the main source
of power. Failure of either supply shall not cause any risk to
the craft or passengers during switching to the alternative
supply and such switching arrangements shall meet the
requirements in 5.2.5. These circuits shall be provided with
short-circuit protection and an overload alarm.
Starting arrangements for

emergency generating sets
12.4.1
Emergency generating sets shall be capable
of being readily started in their cold condition at a temperature of 0C. If this is impracticable, or if lower temperatures
are likely to be encountered, provisions shall be made for
heating arrangements to ensure ready starting of the generating sets.
February 2002
12.4.2
Each emergency generating set shall be
equipped with starting devices with a stored energy capability of at least three consecutive starts. The source of
stored energy shall be protected to preclude critical depletion by the automatic starting system, unless a second
independent means of starting is provided. A second source
of energy shall be provided for an additional three starts
within 30 min, unless manual starting can be demonstrated
to be effective.
12.5.2
Protection against excess current may be provided, in which case it shall be for not less than twice the
full load current of the motor or circuit so protected and
shall be arranged to accept the appropriate starting current
with a reasonable margin. Where three-phase supply is used
an alarm shall be provided in a readily observed position in
the craft's operating compartment that will indicate failure
of any one of the phases.
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HSC Chapter 12
12.5.3
Where such systems are not essentially
dependent on the continuous availability of electric power
but at least one alternative system, not dependent on the
electric supply, is installed, the electrically powered or controlled system may be fed by a single circuit protected in
accordance with 12.5.2
12.5.4
The requirements of Chapters 5 and 16 for
power supply of the directional control system and stabilising system of the craft shall be met.
12.6
Precautions against shock, fire

and other hazards of electrical
origin
C12.6.3
For the purpose of classification, the indication of abnormally low insulation value is required to be
both audible and visual.
12.6.4
12.6.1.1
Exposed metal parts of electrical machines or
equipment which are not intended to be live but which are
liable under fault conditions to become live shall be earthed
unless the machines or equipment are:
.1
supplied at a voltage not exceeding 50 V
direct current or 50 V, root-mean-square between conductors; auto-transformers shall not be used for the purpose of
achieving this voltage; or
.2
supplied at a voltage not exceeding 250 V by
safety isolating transformers supplying only one consuming
device; or
.3
constructed in accordance with the principle
of double insulation.
12.6.1.2
The Administration may require additional
precautions for portable electrical equipment for use in confined or exceptionally damp spaces where particular risks
due to conductivity may exist.
12.6.1.3
All electrical apparatus shall be constructed
and so installed as not to cause injury when handled or
touched in the normal manner.
12.6.2
Main and emergency switchboards shall be
so arranged as to give easy access, as may be needed, to
apparatus and equipment, without danger to personnel.
The sides and the rear and, where necessary, the front of
switchboards shall be suitably guarded. Exposed live parts
having voltages to earth exceeding a voltage to be specified
by the Administration shall not be installed on the front of
such switchboards. Where necessary, nonconducting mats
or gratings shall be provided at the front and rear of the
switchboard.
C12.6.2
The voltage, mentioned in 12.6.2, specified
by the Society is 50 V.
210
12.6.3
When a distribution system, whether primary
or secondary, for power, heating or lighting, with no connection to earth is used, a device capable of continuously
monitoring the insulation level to earth and of giving an
audible or visual indication of abnormally low insulation
values shall be provided. For limited secondary distribution
systems the Administration may accept a device for manual
checking of the insulation level.
Cables and wiring
Except as permitted by the Administration in

12.6.4.1
exceptional circumstances, all metal sheaths and armour of
cables shall be electrically continuous and shall be earthed.
C12.6.4.1
With reference to 12.6.4.1, exemptions are
not in principle permitted for the purpose of classification.
12.6.4.2
All electric cables and wiring external to
equipment shall be at least of a flame-retardant type and
shall be so installed as not to impair their original flameretarding properties. Where necessary for particular applications, the Administration may permit the use of special
types of cables such as radio-frequency cables, which do
not comply with the foregoing.
C12.6.4.2
Cables, cores and wires are normally to be of
a type approved by the Society, on the basis of IEC standards, 92.3. series. Use of other cables is subject to special
consideration by the Society, and to appropriate and satisfactory testing.
Where cables are bunched, provisions are to be made to
limit fire propagation. This may comprise by either of the
following methods:
use of cables successfully tested according to IEC Report

332.3, or to an equivalent testing procedure,
fitting of suitable fire-stop screens,
use of an appropriate protective coating.
In areas attended by passengers and in service areas, only

halogen-free cables shall be used for permanent
installations.
Electric cables having low emission of smoke and toxic
gases according to national or international standards (e.g.
IEC 754-1, IEC 1034-1, IEC 1034-2) may be accepted.
Exceptions for individual cables for special purposes have
to be agreed with the Society.
In all other areas of the craft, the use of halogen-free cable
is recommended.
Bureau Veritas
February 2002
HSC Chapter 12
12.6.4.3
Cables and wiring serving essential or emergency power, lighting, internal communications or signals
shall, as far as practicable, be routed clear of machinery
spaces and their casings and other areas of high fire risk.
Where practicable, all such cables shall be run in such a
manner as to preclude their being rendered unserviceable
by heating of the bulkheads that may be caused by a fire in
an adjacent space.
C12.6.4.3
For fire-resistant cables, the scope of installation is as follows:
1.
Cables for services required to be operable
under fire conditions, including those for their power supplies, are to be of a fire resistant type, complying with IEC
60331 where they pass through high fire risk areas, fire
zones or decks, other than those which they serve.
.2
Systems that are self monitoring, fail safe or
duplicated with cable runs as widely separated as is practicable may be exempted provided their functionality can be
maintained.
C12.6.4.4
Special precautions as per 12.6.4.4, stipulated by the Society include the following provisions:
.1
Where there are risks of corrosion, an impervious non metal sheath is to be applied on top of the
armouring;
.2
Cables installed on deck or gangways are to
be protected against mechanical damage;
.3
Cables of intrinsically safety circuits are to be
separated from the others.
12.6.4.5
Cables and wiring shall be installed and supported in such manner as to avoid chafing or other damage.
12.6.4.6
Terminations and joints in all conductors
shall be so made as to retain the original electrical, mechanical, flame-retarding and, where necessary, fire-resisting
properties of the cable.
Note: In case of cables for services required to be operable under

fire conditions, the fire resistant cables are to extend from the control monitoring panel to the nearest local distribution panel serving
the relevant deck/area.
12.6.5.1
Each separate circuit shall be protected
against short circuit and against overload, except as permitted in 12.5 or where the Administration may exceptionally
otherwise permit.
In case of power supply cables used for services required to be

operable under fire conditions, the fire resistant cables are to
extend from their distribution point within the space containing the
emergency source of electrical power to the nearest local distribution panel serving the relevant deck/area.
12.6.5.2
The rating or appropriate setting of the overload protective device for each circuit shall be permanently
indicated at the location of the protective device.
.3
Emergency services required to be operable
under fire conditions include:
Fire and general alarm system,
Fire extinguishing systems and fire extinguisher medium

alarms,
Fire detection system,
Control and power systems to power operated fire doors

and status indication for all fire doors,
Control and power systems to power operated watertight doors and their status indication,
Emergency lighting,
Public address system
.4
The cables shall be arranged in such a way as
to minimise the loss of operational availability as a result of
a limited fire in any area.
.5
The cables shall be installed as straight as
possible and with strict observance of special installation
requirements, e.g. permitted bending radii.
12.6.4.4
Where cables which are installed in hazardous areas introduce the risk of fire or explosion in the event
of an electrical fault in such areas, special precautions
against such risks shall be taken to the satisfaction of the
Administration.
February 2002
12.6.6
Lighting fittings shall be so arranged as to
prevent temperature rises which could damage the cables
and wiring, and to prevent surrounding material from
becoming excessively hot.
12.6.7
All lighting and power circuits terminating in
a bunker or cargo space shall be provided with a multiplepole switch outside the space for disconnecting such
circuits.
12.6.8.1
Accumulator batteries shall be suitably
housed, and compartments used primarily for their accommodation shall be properly constructed and efficiently
ventilated.
12.6.8.2
Electrical or other equipment which may
constitute a source of ignition of flammable vapours shall
not be permitted in these compartments except as permitted in 12.6.9.
12.6.8.3
Accumulator batteries shall not be located in
crew accommodation.
12.6.9
No electrical equipment shall be installed in
any space where flammable mixtures are liable to collect,
including those in compartments assigned principally to
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211
HSC Chapter 12
accumulator batteries, in paint lockers, acetylene stores or

similar spaces, unless the Administration is satisfied that
such equipment is:
essential for operational purposes;
.1
.2
concerned;
.3
of a type which will not ignite the mixture
appropriate to the space concerned; and
.4
appropriately certified for safe usage in the
dusts, vapours or gases likely to be encountered.
.6
The rating or appropriate setting of the overload protective device for each circuit shall be permanently
indicated at the location of the protection device.
.7
Where it is impracticable to provide electrical
protective devices for certain cables supplied from batteries,
e.g., within battery compartments and in engine starting circuits, unprotected cable runs shall be kept as short as
possible and special precautions shall be taken to minimize
risk of faults, e.g., use of single-core cables with additional
sleeve over the insulation of each core, with shrouded
terminals.
12.6.10
The following additional requirements from
.1 to .7 shall be met, and requirements from .8 to .13 shall
be met also for non-metallic craft:
.8
In order to minimize the risk of fire, structural
damage, electrical shock and radio interference due to lightning strike or electrostatic discharge, all metal parts of the
craft shall be bonded together, in so far as possible in consideration of galvanic corrosion between dissimilar metals,
to form a continuous electrical system, suitable for the earth
return of electrical equipment and to connect the craft to
the water when water-borne. The bonding of isolated components inside the structure is not generally necessary,
except in fuel tanks.
.1
The electrical distribution voltages throughout the craft may be either direct current or alternating
current and shall not exceed:
.9
Each pressure refuelling point shall be provided with a means of bonding the fuelling equipment to
the craft.
.1.1 500 V for cooking, heating and other permanently connected equipment; and
.10
Metallic pipes capable of generating electrostatic discharges, due to the flow of liquids and gases, shall
be bonded so as to be electrically continuous throughout
their length and shall be adequately earthed.
C12.6.9
The requirements of 12.6.9 apply to accumulator batteries with total power exceeding 2 kW.
.1.2 250 V for lighting, internal communications and

receptacle outlets.
The Administration may accept higher voltages for propulsion purposes.

.2
For electrical power distribution, two-wire or
three-wire systems shall be used. Four-wire systems with
neutral solidly earthed but without hull return may also be
used. Where applicable, the requirements for 7.5.6.4 or
7.5.6.5 shall also be met.
.3
Effective means shall be provided so that
voltage may be cut off from each and every circuit and subcircuit and from all apparatus as may be necessary to prevent danger.
.4
Electrical equipment shall be so designed
that the possibility of accidentally touching live parts, rotating or moving parts as well as heated surfaces which might
cause burns or initiate fire is minimized.
.5
Electrical equipment shall be adequately
secured. The probability of fire or dangerous consequences
arising from damage to electrical equipment shall be
reduced to an acceptable minimum.
212
.11
Primary conductors provided for lightning
discharge currents shall have a minimum cross-section of
70 mm2 in copper or equivalent surge-carrying capacity in
aluminium.
.12
Secondary conductors provided for the
equalisation of static discharges, bonding of equipment,
etc., but not for carrying lightning discharges shall have a
minimum cross section of 5 mm2 copper of equivalent surge
current carrying capacity in aluminium.
.13
The electrical resistance between bonded
objects and the basic structure shall not exceed 0.02 Ohm
except where is can be demonstrated that a higher resistance will not cause a hazard. The bonding path shall have
sufficient cross-sectional area to carry the maximum current
likely to be imposed on it without excessive voltage drop.
C12.6.10
(a) With reference to 12.6.10.6, see also 12.6.5.2.
(b) With reference to 12.6.10.11, stainless steel is also
acceptable.
Bureau Veritas
February 2002
HSC Chapter 12
Part B
General
12.7
12.7.1
Separation and duplication of electrical supply shall be provided for duplicated consumers of essential
services. During normal operation the systems may be connected to the same power-bus, but facilities for easy
separation shall be provided. Each system shall be able to
supply all equipment necessary to maintain the control of
propulsion, steering, stabilization, navigation, lighting and
ventilation, and allow starting of the largest essential electric
motor at any load. Automatic load-dependent disconnection of non-essential consumers may be allowed.
.1.3
in the public spaces;
.1.4
in the machinery spaces and main emergency

generator spaces, including their control
positions;
.1.5
in control stations;
.1.6
at the stowage positions for firemen's outfits;

and
.1.7
at the steering gear;

for a period of 5 h;
.2
12.7.2
Where the main source of electrical power is located in two

or more compartments which are not contiguous, each of
which has its own self-contained systems, including power
distribution and control systems, completely independent of
each other and such that a fire or other casualty in any one
of the spaces will not affect the power distribution from the
others, or to the services required by 12.7.3 or 12.7.4, the
requirement of 12.3.1, 12.3.2 and 12.3.4 may be considered satisfied without an additional emergency source of
electrical power, provided that:
.1
there is at least one generating set, meeting
the requirements of 12.3.12 and of sufficient capacity to
meet the requirements of 12.7.3 or 12.7.4 in each of at least
two non-contiguous spaces;
.2
the arrangements required by .1 in each such
space are equivalent to those required by 12.3.6.1, 12.3.7
to 12.3.11 and 12.4 so that a source of electrical power is
available at all times to the services required by 12.7.3 or
12.7.4; and
.2.1
main navigation lights, except for not under

command lights;
.2.2
electrical internal communication equipment

for announcements for passengers and crew
required during evacuation;
.2.3
fire detection and general alarm system and

manual fire alarms; and
.2.4
remote control devices of fire-extinguishing systems, if electrical;

for a period of 4 h of intermittent operation:
.3
.3.1
the daylight signalling lamps, if they have no

independent supply from their own accumulator battery; and
.3.2
the craft's whistle, if electrically driven;

.4
.3
the generator sets referred to in .1 and their
self-contained systems are installed such that one of them
remains operable after damage or flooding in any one
compartment.
.4.1
craft radio facilities and other loads as set out in

14.13.2; and
.4.2
essential electrically powered instruments and

controls for propulsion machinery, if alternate
sources of power are not available for such
devices;
12.7.3
For category A craft, the emergency source
of power shall be capable of supplying simultaneously the
following services:
.5
for a period of 12 h, the not under command lights; and
for a period of 5 h emergency lighting:
.1
.1.1 at the stowage, preparation, launching and

deployed positions of survival craft and equipment for embarkation into those craft;
.1.2 at all escape routes, such as alleyways, stairways, exits from accommodation and service
spaces, embarkation points, etc.;
February 2002
for a period of 10 min:
.6
Bureau Veritas
.6.1
power drives for directional control devices,

including those required to direct thrust forward
and astern, unless there is a manual alternative
acceptable to the Administration as complying
with 5.2.3.
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HSC Chapter 12
C12.7.3
With reference to 12.7.3.4, in addition to the
services specified in 12.7.3.4.1 and 12.7.3.4.2, the emergency source of power is to be capable of supplying:
for a period of 4 h on intermittent operation:
.3
.3.1 the daylight signalling lamps, if they have no

One of the fire pumps required by 7.7.8.1.

Sprinkler pump and drencher pump, if fitted.
Emergency bilge pump and all equipment essential for
the operation of electrically controlled bilge valves, as
required by chapter 10.
.3.2 the craft's whistle, if electrically driven;
.4
.4.1 the navigational equipment as required by

chapter 13. Where such provision is unreasonable or impracticable, the Administration may
waive this requirement for craft of less than
5,000 gross tonnage;
12.7.4
For category B craft, the electrical power
available shall be sufficient to supply all those services that
are essential for safety in an emergency, due regard being
paid to such services as may have to be operated simultaneously. The emergency source of electrical power shall be
capable, having regard to starting currents and the transitory nature of certain loads, of supplying simultaneously at
least the following services for the periods specified hereinafter, if they depend upon an electrical source for their
operation.
.4.2 essential electrically powered instruments and

devices;
.4.3 one of the fire pumps required by 7.7.5.1;
.1
for a period of 12 h, emergency lighting:

.4.4 the sprinkler pump and drencher pump, if
fitted;
.1.1 at the stowage, preparation, launching and

deployed positions of survival craft and equipment for embarkation into those craft;
.4.5 the emergency bilge pump and all the equipment essential for the operation of electrically
powered remote controlled bilge valves as
required by chapter 10; and
.4.6 craft radio facilities and other loads as set out in

14.13.2;
.1.3 in the passenger compartments;

.1.4 in the machinery spaces and main emergency
generating spaces including their control
positions;
.5
for a period of 30 min, any watertight doors,
required by chapter 2 to be power-operated, together with
their indicators and warning signals;
.1.5 in control stations;
.6
for a period of 10 min, power drives for
directional control devices including those required to
direct thrust forward and astern, unless there is a manual
alternative acceptable to the Administration as complying
with 5.2.3.
.1.6 at the stowage positions for firemen's outfits;

and
.1.7 at the steering gear;
12.7.5
.2
.2.1 the navigation lights, and other lights required
by International Regulations for Preventing Collisions at Sea in force;
.2.3 fire-detection and general alarm system and

The transitional source of emergency electrical power

required by paragraph 12.3.6.1.3 may consist of an accumulator battery suitably located for use in an emergency
which shall operate without recharging while maintaining
the voltage of the battery throughout the discharge period
within 12% above or below its nominal voltage and be of
sufficient capacity and so arranged as to supply automatically in the event of failure of either the main or emergency
source of electrical power at least the following services, if
they depend upon an electrical source for their operation:
.2.4 remote control devices of fire-extinguishing systems, if electrical;
.1
for a period of 30 min, the load specified in
12.7.3.1, .2 and .3, or in 12.7.4.1, .2 and .3; and
.2.2 electrical internal communication equipment

for announcements for passengers and crew
required during evacuation;
214
Transitional source of emergency

electrical power
Bureau Veritas
February 2002
HSC Chapter 12
with respect to the watertight doors:
.2
.2.1 power to operate the watertight doors, but not

necessarily simultaneously, unless an independent temporary source of stored energy is
provided. The power source shall have sufficient
capacity to operate each door at least three
times, i.e. closed-open-closed, against an
adverse list of 15; and
.2.2 power to the control, indication and alarm circuits for the watertight doors for half an hour.
12.7.6
The requirements of 12.7.5 may be considered satisfied without the installation of a transitional source
of emergency electrical power if each of the services
required by that paragraph have independent supplies, for
the period specified, from accumulator batteries suitably
located for use in an emergency. The supply of emergency
power to the instruments and controls of the propulsion and
direction systems shall be uninterruptible.
12.7.7
In category A craft having limited public
spaces, emergency lighting fittings of the type described in
12.7.9.1 as meeting the requirements of 12.7.3.1 and
12.7.5.1 may be accepted, provided that an adequate
standard of safety is attained.
12.7.8
Provisions shall be made for the periodic testing of the complete emergency system, including the
emergency consumers required by 12.7.3 or 12.7.4 and
12.7.5, and shall include the testing of automatic starting
arrangements.
February 2002
12.7.9
In addition to the emergency lighting
required by paragraph 12.7.3.1, 12.7.4.1 and 12.7.5.1 on
every craft with ro-ro spaces:
.1
all passenger public spaces and alleyways
shall be provided with supplementary electric lighting that
can operate for at least three h when all other sources of
electric power have failed and under any condition of heel.
The illumination provided shall be such that the approach
to the means of escape can be readily seen. The source of
power for the supplementary lighting shall consist of accumulator batteries located within the lighting units that are
continuously charged, where practicable, from the emergency switchboard. Alternatively, any other means of
lighting, which is at least as effective, may be accepted by
the Administration.
The supplementary lighting shall be such that any failure of

the lamp will be immediately apparent. Any accumulator
battery provided shall be replaced at intervals having regard
to the specified service life in the ambient condition that it is
subject to in service; and
.2
a portable rechargeable battery-operated
lamp shall be provided in every crew space alleyway, recreational space and every working space which is normally
occupied unless supplementary emergency lighting, as
required by .1, is provided.
12.7.10
Distribution systems shall be so arranged that
fire in any main vertical zone will not interfere with services
essential for safety in any other such zone. This requirement
will be met if main and emergency feeders passing through
any such zone are separated both vertically and horizontally as widely as is practicable.
Bureau Veritas
215
HSC Chapter 12
Part C
12.8
General
.1
for a period of 12 h, emergency lighting;

.1.1 at the stowage
appliances;
12.8.1
Separation and duplication of electrical supply shall be provided for duplicated consumers of essential
services. During normal operation these consumers may be
connected to the same power-bus directly or via distribution boards or group starters, but shall be separated by
removable links or other approved means. Each power-bus
shall be able to supply all equipment necessary to maintain
the control of propulsion, steering, stabilization, navigation,
lighting and ventilation, and allow starting of the largest
essential electric motor at any load. However, having regard
to 12.1.2, partial reduction in the capability from normal
operation may be accepted. Non-duplicated consumers of
essential services connected to the emergency switchboard
directly or via distribution boards may be accepted. Automatic load-dependent disconnection of non-essential
consumers may be allowed.
positions
of
life-saving
.1.3 in public spaces, if any;
.1.4 in the machinery spaces and main emergency
generator spaces including their control
positions;
.1.5 in control stations;
.1.6 at the stowage positions for fire-fighter's outfits;
and
.1.7 at the steering gear;
12.8.2

.2
12.8.2.1
Where the main source of electrical power is
located in two or more compartments which are not contiguous, each of which has its own self-contained systems,
including power distribution and control systems, completely independent of each other and such that a fire or
other casualty in any one of the spaces will not affect the
power distribution from the others, or to the services
required by 12.8.2.2, the requirements of 12.3.1, 12.3.2
and 12.3.4 may be considered satisfied without an additional emergency source of electrical power, provided that:
.1
there is at least one generating set, meeting
the requirements of 12.3.12 and each of sufficient capacity
to meet the requirements of 12.8.2.2, in each of at least two
non-contiguous spaces;
.2.1 the navigation lights, and other lights required

by the International Regulations for Preventing
Collisions at Sea in force;
.2.2 electrical internal communication equipment
for announcements during evacuation;
.2.3 fire-detection and general alarm system and
.2.4 remote control devices of fire-extinguishing systems, if electrical;
.3
.3.2 the craft's whistle, if electrically driven;

.4
12.8.2.2
The electrical power available shall be sufficient to supply all those services that are essential for safety
in an emergency, due regard being paid to such services as
may have to be operated simultaneously. The emergency
source of electrical power shall be capable, having regard to
starting currents and the transitory nature of certain loads,
of supplying simultaneously at least the following services
for the periods specified hereinafter, if they depend upon an
electrical source for their operation:
216
for a period of 4 h of intermittent operation;

.3.1 the daylight signalling lamps, if they have no
.2
the arrangements required by .1 in each such
space are equivalent to those required by 12.3.6.1, 12.3.7
to 12.3.11 and 12.4 so that a source of electrical power is
available at all times to the services required by 12.8.2; and
.3
the generator sets are referred to in .1 and
their self-contained systems are installed in accordance with
12.3.2.
Bureau Veritas
.4.1 the navigational equipment as required by
chapter 13. Where such provision is unreasonable or impracticable, the Administration may
waive this requirement for craft of less than
5,000 gross tonnage;
.4.2 essential electrically powered instruments and
devices;
.4.3 one of the fire pumps required by 7.7.5.1;
February 2002
HSC Chapter 12
.4.4 the sprinkler pump and drencher pump, if

fitted;
C12.8.2.4
For the purpose of classification, the time for
generator start-up and loading is not to exceed 15s.
.4.5 the emergency bilge pump and all the equipment essential for the operation of electrically
powered remote controlled bilge valves as
required by chapter 10;
12.8.3
.4.6 craft radio facilities and other loads as set out in

14.13.2.
.5
for a period of 10 min, power drives for
directional control devices, including those required to
direct thrust forward and astern, unless there is a manual
alternative acceptable to the Administration as complying
with 5.2.3.
12.8.2.3
Provision shall be made for the periodic testing of the complete emergency system, including the
emergency consumers required by 12.8.2.2 and shall
include the testing of automatic starting arrangements.
The transitional source of emergency electrical power

required by 12.8.2.4 may consist of an accumulator battery
suitably located for use in an emergency which shall operate without recharging while maintaining the voltage of the
battery throughout the discharge period within 12%above
or below its nominal voltage and be of sufficient capacity
and so arranged as to supply automatically, in the event of
failure of either the main or emergency source of electrical
power, at least the following services, if they depend upon
an electrical source for their operation:
.1
for a period of 30 min, the load specified in
12.8.2.2.1, .2 and .3; and
with respect to watertight doors:
.2
12.8.2.4
power is a generator, a transitional source of emergency
power shall be provided according to 12.8.3, unless the
automatic starting system and the characteristics of the
prime mover are such as to permit the emergency generator
to carry its full rated load as quickly as is safe and practicable, subject to a maximum of 45 s.
February 2002
Transitional source of emergency

electrical power
Bureau Veritas
.2.1
power to operate the watertight doors, but not

necessarily simultaneously, unless an independent temporary source of stored energy is
provided. The power source shall have sufficient
capacity to operate each door at least three
times, i.e. closed-open-closed, against an
adverse list of 15; and
.2.2
power to the control, indication and alarm circuits for the watertight doors for half an hour.
217
HSC Chapter 13
CHAPTER 13
13.1
SHIPBORNE NAVIGATIONAL SYSTEMS AND

EQUIPMENT AND VOYAGE DATA RECORDERS
General
13.1.1
This chapter covers items of equipment
which relate to the navigation of the craft as distinct from
the safe functioning of the craft. The following paragraphs
set out the minimum requirements.
13.1.2
The equipment and its installation shall be to
the satisfaction of the Administration. The Administration
shall determine to what extent the provisions of this chapter
do not apply to craft below 150 gross tonnage.
13.1.3
The information provided by navigational
systems and equipment shall be so displayed that the probability of misreading is reduced to a minimum. Navigational
systems and equipment shall be capable of giving readings
to an optimum accuracy.
13.2
13.2.6
Passenger craft certified to carry more than
100 passengers and cargo craft shall, in addition to the
compass required in 13.2.1, be provided with a gyro-compass which shall be suitable for the speed and motion
characteristics and area of operation of the craft.
13.3
13.3.1
Craft shall be provided with a device capable
of indicating speed and distance.
13.3.2
Speed- and distance-measuring devices on
craft fitted with an automatic radar plotting aid (ARPA) or
automatic tracking aid (ATA) shall be capable of measuring
speed and distance through the water.
Compasses
13.4
13.2.1
Craft shall be provided with a magnetic compass which is capable of operating without electrical supply,
and which may be used for steering purposes. This compass
shall be mounted in a suitable binnacle containing the
required correcting devices and shall be suitable for the
speed and motion characteristics of the craft.
13.2.2
The compass card or repeater shall be capable of being easily read from the position at which the craft
is normally controlled.
13.2.3
Each magnetic compass shall be properly
adjusted and its table or curve of residual deviations shall be
available at all times.
13.2.4
Care shall be taken in siting a magnetic compass or magnetic sensing element so that magnetic
interference is eliminated or minimized as far as is
practicable.
13.2.5
Passenger craft certified to carry 100 passengers or less shall, in addition to the compass required by
13.2.1, be provided with a properly adjusted transmitting
heading device, suitable for the speed and motion characteristics and area of operation of the craft, capable of
transmitting a true heading reference to other equipment.
218
Speed and distance

measurement
13.4.1
Non-amphibious craft shall be provided with
an echo-sounding device which will give an indication of
depth of water to a sufficient degree of accuracy for use
when the craft is in the displacement mode.
13.5
Radar installations
13.5.1
Craft shall be provided with at least one azimuth-stabilized radar operating on 9 GHz.
13.5.2
Craft of 500 gross tonnage and upwards or
craft certified to carry more than 450 passengers shall also
be provided with a 3 GHz radar or where considered
appropriate by the Administration, a second 9 GHz radar or
other means to determine and display the range and bearing of other surface craft, obstructions, buoys, shorelines
and navigational marks to assist in navigation and in collision avoidance, which are functionally independent of
those referred to in 13.5.1.
13.5.3
At least one radar shall be provided with
facilities for an ARPA or ATA suitable for the motion and
speed of the craft.
Bureau Veritas
February 2002
HSC Chapter 13
13.5.4
Adequate communication facilities shall be
provided between the radar observer and the person in
immediate charge of the craft.
13.5.5
Each radar installation provided shall be suitable for the intended craft speed, motion characteristics and
commonly encountered environmental conditions.
13.5.6
Each radar installation shall be mounted so
as to be as free as practicable from vibration.
13.6
Rate-of-turn indicator and rudder

angle indicator
13.7.1
Craft of 500 gross tonnage or upwards shall
be provided with a rate-of-turn indicator. A rate-of-turn indicator shall be provided in craft of less than 500 gross
tonnage if the test according to annex 9 shows that the turn
rate can exceed safety level 1.
13.7.2
Craft shall be provided with an indicator
showing the rudder angle. In craft without a rudder, the
indicator shall show the direction of steering thrust.
13.9.2
One portable daylight signalling lamp shall
be provided and maintained ready for use in the operating
compartment at all times.
Nautical charts and nautical

publications
13.11
Steering arrangement and

propulsion indicator(s)
13.11.1
The steering arrangement shall be so
designed that the craft turns in the same direction as that of
the wheel, tiller, joystick or control lever.
13.11.2
Craft shall be provided with means to show
the mode of the propulsion system(s).
13.11.3
Craft with emergency steering positions shall
be provided with arrangements for supplying visual compass readings to the emergency steering position.
Automatic steering aid

(automatic pilot)
13.12.1
Craft shall be provided with an automatic
steering aid (automatic pilot).
13.8.1
Craft shall be provided with nautical charts
and nautical publications to plan and display the ship's
route for the intended voyage and to plot and monitor positions throughout the voyage; an electronic chart display and
information system (ECDIS) may be accepted as meeting
the chart carriage requirements of this paragraph.
13.8.2
Back-up arrangements shall be provided to
meet the functional requirements of 13.8.1, if this function
is partly or fully fulfilled by electronic means.
February 2002
13.10.1
When operational conditions justify the provision of night vision equipment, such equipment shall be
provided.
13.12
13.8
Searchlight and daylight

signalling lamp
13.9.1
Craft shall be provided with at least one adequate searchlight, which shall be controllable from the
operating station.
13.10
Electronic positioning systems
Craft shall be provided with a receiver for a global navigation satellite system or a terrestrial radio navigation system,
or other means, suitable for use at all times throughout the
intended voyage to establish and update the craft's position
by automatic means.
13.7
13.9
13.12.2
Provision shall be made to change from the
automatic to manual mode by a manual override.
13.13
Radar reflector
If practicable, craft of 150 gross tonnage or below shall be

provided with a radar reflector, or other means, to assist
detection by ships navigating by radar at both 9 and 3 GHz.
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219
HSC Chapter 13
13.14
13.17
When the craft's bridge is totally enclosed and unless the

Administration determines otherwise, craft shall be provided with a sound reception system, or other means, to
enable the officer in charge of the navigational watch to
hear sound signals and determine their direction.
13.15
Automatic identification system
13.15.1
Craft shall be provided with an automatic
identification system (AIS).
13.15.2
AIS shall:
.1
provide automatically to appropriately
equipped shore stations, other vessels and aircraft information, including the craft's identity, type, position, course,
speed, navigational status and other safety-related
information;
.2
receive automatically such information from
similarly fitted vessels;
.3
monitor and track vessels; and
.4
exchange data with shore based facilities.
13.15.3
The requirements of 13.15.2 shall not apply
where international agreements, rules or standards provide
for the protection of navigational information.
13.15.4
AIS shall be operated taking into account the
guidelines adopted by the Organization.
13.16
13.17.1
All equipment to which this chapter applies
shall be of a type approved by the Administration. Such
equipment shall conform to performance standards not
inferior to those adopted by the Organization.
13.17.2
The Administration shall require that manufacturers have a quality control system audited by a
competent authority to ensure continuous compliance with
the type approval conditions. Alternatively, the Administration may use final product verification procedures where
compliance with the type approval certificate is verified by
a competent authority before the product is installed on
board craft.
13.17.3
Before giving approval to navigational systems or equipment embodying new features not covered by
this chapter, the Administration shall ensure that such features support functions at least as effective as those required
by this chapter.
13.17.4
When equipment, for which performance
standards have been developed by the Organization, is carried on craft in addition to those items of equipment
required by this chapter, such additional equipment shall be
subject to approval and shall, as far as practicable, comply
with performance standards not inferior to those adopted
by the Organization.
Note: Recommendation on performance standards for magnetic
compasses (resolution A.382(X));
Recommendation on performance standards for marine transmitting magnetic heading devices (TMHDs) (resolution MSC.86(70),
annex 2);
Recommendation on performance standards for Gyro-compasses
for high-speed craft (resolution A.821(19));
Voyage data recorder
13.16.1
To assist in casualty investigations, passenger
craft irrespective of size and cargo craft of 3,000 gross tonnage and upwards shall be provided with a voyage data
recorder (VDR).
13.16.2
The voyage data recorder system, including
all sensors, shall be subjected to an annual performance
test. The test shall be conducted by an approved testing or
servicing facility to verify the accuracy, duration and recoverability of the recorded data. In addition, tests and
inspections shall be conducted to determine the serviceability of all protective enclosures and devices fitted to aid
location. A copy of the certificate of compliance issued by
the testing facility, stating the date of compliance and the
applicable performance standards, shall be retained on
board the craft.
220
Approval of systems and

equipment, and performance
standards
Recommendation on performance standards for devices to indicate

speed and distance (resolution A.824(19), as amended by resolution MSC.96(72));
Recommendation on performance standards for echo-sounding
equipment (resolution A.224(VII) as amended by MSC.74(69),
annex 2);
Recommendation on performance standards for navigational radar
equipment for high-speed craft (resolution A.820(19));
Recommendation on performance standards for shipborne Decca
navigator receivers (resolution A.816(19));
Recommendation on performance standards for Auto Tracking
(resolution MSC.64(67), annex 4, appendix 1);
Recommendation on performance standards for shipborne Loran-C
and Chayka receivers (resolution A.818(19));
Bureau Veritas
February 2002
HSC Chapter 13
Recommendation on performance standards for shipborne global

positioning system receiver equipment (resolution A.819(19));
Recommendation on performance standards for shipborne GLONASS receiver equipment (resolution MSC.53(66));
Recommendation on performance standards for shipborne DGPS
and DGLONASS maritime radio beacon receiver equipment (resolution MSC.64(67), annex 2);
Recommendation on performance standards for combined
GPS/GLONASS receiver equipment (resolution MSC.74(69), annex
1);
Performance standards for rate-of-turn indicators (resolution
A.526(13));
Recommendation on performance standards for night vision equipment for high-speed craft (resolution MSC.94(72));
Recommendation on performance standards for daylight signalling
lamps (resolution MSC.95(72)); and
Recommendation on performance standards for automatic steering
aids (automatic pilots) for high-speed craft (resolution A.822(19)).
February 2002
C13.18
Electric power supplydistribution panels
C13.18.1
Local distribution panels are to be provided
for all items of electrically operated navigational equipment. These panels are to be supplied by two exclusive
circuits, one fed from the main source of electrical power
and one fed from an emergency source of electrical power.
Each item of navigational equipment is to be connected
individually to its distribution panel.
C13.18.2
Power supplies to distribution panels are to
be provided with automatic changeover facilities. Failure of
the main power supply to the distribution panels is to set off
an audible and visual alarm.
C13.18.3
Following loss of power (black-out), necessary arrangements are to be made to enable all primary
functions to be reinstated within 30 seconds.
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HSC Chapter 14
CHAPTER 14
14.1
RADIOCOMMUNICATIONS
Application
14.1.1
Unless expressly provided otherwise, this
chapter applies to all craft specified in 1.3.1 and 1.3.2.
14.1.2
This chapter does not apply to craft to which
this Code would otherwise apply while such craft are being
navigated within the Great Lakes of North America and
their connecting and tributary waters as far east as the lower
exit of the St. Lambert Lock at Montreal in the Province of
Quebec, Canada.
Note: Such craft are subject to special requirements relative to
radio for safety purposes, as contained in the relevant agreement between Canada and the United States.
14.1.3
No provision in this chapter shall prevent the
use by any craft, survival craft or person in distress of any
means at their disposal to attract attention, make known
their position and obtain help.
14.2
.6
Global Maritime Distress and Safety System
(GMDSS) Identities means maritime mobile services identity, the craft's call sign, Inmarsat identities and serial
number identity which may be transmitted by the craft's
equipment and used to identify the craft.
.7
Inmarsat means the Organization established by the Convention on the International Maritime
Satellite Organization (Inmarsat) adopted on 3 September
1976.
.8
International NAVTEX service means the
co-ordinated broadcast and automatic reception on 518
kHz of maritime safety information by means of narrowband direct-printing telegraphy using the English language.
Note: Refer to the NAVTEX Manual approved by the
Organization.
.9
Locating means the finding of the ships,
craft, aircraft, units or persons in distress.
.10
Maritime safety information means navigational and meteorological warnings, meteorological
forecasts and other urgent safety-related messages broadcast to ships and craft.
Terms and definitions
14.2.1
For the purpose of this chapter, the following
terms shall have the meanings defined below:
.1
Bridge-to-bridge communications means
safety communications between craft and ships from the
position from which the craft is normally navigated.
.2
Continuous watch means that the radio
watch concerned shall not be interrupted other than for
brief intervals when the craft's receiving capability is
impaired or blocked by its own communications or when
the facilities are under periodical maintenance or checks.
.3
Digital selective calling (DSC) means a
technique using digital codes which enables a radio station
to establish contact with, and transfer information to,
another station or group of stations, and complying with the
relevant recommendations of the International Telecommunication Union Radiocommunication Sector (ITU-R).
.11
Polar orbiting satellite service means a
service which is based on polar orbiting satellites which
receive and relay distress alerts from satellite EPIRBs and
which provides their position.
.12
Radio Regulations mean the Radio Regulations annexed to, or regarded as being annexed to, the most
recent International Telecommunication Convention which
is in force at any time.
.13
Sea area A1 means an area within the radiotelephone coverage of at least one VHF coast station in
which continuous DSC alerting is available, as may be
defined by a Contracting Government to the Convention.
Note: Refer to the Provision of radio services for the global maritime distress and safety system (GMDSS), adopted by the
Organization by resolution A.801(19).
.4
Direct-printing telegraphy means automated telegraphy techniques which comply with the
relevant recommendations of the International Telecommunication Union Radiocommunication Sector (ITU-R).
.14
Sea area A2 means an area, excluding sea
area A1, within the radiotelephone coverage of at least one
MF coast station in which continuous DSC alerting is available, as may be defined by a Contracting Government to the
Convention.
.5
General radiocommunications means
operational and public correspondence traffic other than
distress, urgency and safety messages, conducted by radio.
Note: Refer to the Provision of radio services for the global maritime distress and safety system (GMDSS), adopted by the
Organization by resolution A.801(19).
222
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February 2002
HSC Chapter 14
.15
Sea area A3 means an area, excluding sea
areas A1 and A2, within the coverage of an Inmarsat geostationary satellite in which continuous alerting is available.
.16
Sea area A4 means an area outside sea
areas A1, A2 and A3.
14.2.2
All other terms and abbreviations which are
used in this chapter and which are defined in the Radio
Regulations and in the International Convention on Maritime Search and Rescue (SAR), 1979, as it may be
amended, shall have the meanings as defined in those Regulations and the SAR Convention.
appropriate, international organizations maintaining a registry of these identities shall be notified by the Administration
of these assignments.
14.5
Functional requirements
14.5.1
Every craft, while at sea, shall be capable:
.1
except as provided in 14.8.1.1 and
14.10.1.4.3, of transmitting ship-to-shore distress alerts by
at least two separate and independent means, each using a
different radiocommunication service;
.2
14.3
Exemptions
14.3.1
It is considered highly desirable not to deviate from the requirements of this chapter; nevertheless the
Administration, in conjunction with the base port State, may
grant partial or conditional exemptions to individual craft
from the requirements of 14.7 to 14.11 provided:
.1
such craft comply with the functional
requirements of 14.5; and
.2
the Administration has taken into account
the effect such exemptions may have upon the general efficiency of the service for the safety of all ships and craft.
14.3.2
only:
An exemption may be granted under 14.3.1
.1
if the conditions affecting safety are such as
to render the full application of 14.7 to 14.11 unreasonable
or unnecessary; or
.2
in exceptional circumstances, for a single
voyage outside the sea area or sea areas for which the craft
is equipped.
14.3.3
Each Administration shall submit to the
Organization, as soon as possible after the first of January in
each year, a report showing all exemptions granted under
14.3.1 and 14.3.2 during the previous calendar year and
giving the reasons for granting such exemptions.
14.4
Global maritime distress and

safety system identities
14.4.1
This section applies to all craft on all voyages.
14.4.2
Each Administration undertakes to ensure
that suitable arrangements are made for registering Global
Maritime Distress and Safety System (GMDSS) Identities
and for making information on these identities available to
Rescue Co-ordination Centres on a 24-hour basis. Where
February 2002
.3
tress alerts;
of receiving shore-to-ship distress alerts;

of transmitting and receiving ship-to-ship dis-
.4
of transmitting and receiving search and rescue co-ordinating communications;
.5
of transmitting
communications;
and
receiving
on-scene
.6
of transmitting and, as required by 13.5,
receiving signals for locating,
Note: Refer to Carriage of radar operating in the frequency
band 9,3009,500 MHz, adopted by the Organization by see
resolution A.614(15).
.7
information;
of transmitting and receiving maritime safety
Note: It should be noted that craft may have a need for reception of certain maritime safety information while in port.
.8
of transmitting and receiving general radiocommunications to and from shore-based radio systems or
networks subject to 14.15.8; and
.9
of transmitting and receiving bridge-to-bridge
communications.
14.6
Radio installations
14.6.1
Every craft shall be provided with radio
installations capable of complying with the functional
requirements prescribed by 14.5 throughout its intended
voyage and, unless exempted under 14.3, complying with
the requirements of 14.7 and, as appropriate for the sea
area or areas through which it will pass during its intended
voyage, the requirements of either 14.8, 14.9, 14.10 or
14.11.
14.6.2
Every radio installation shall:
.1
be so located that no harmful interference of
mechanical, electrical or other origin affects its proper use,
Bureau Veritas
223
HSC Chapter 14
and so as to ensure electromagnetic compatibility and

avoidance of harmful interaction with other equipment and
systems;
.1
a VHF radio installation capable of transmitting and receiving:
.1.1 DSC on the frequency 156.525 MHz (channel
70). It shall be possible to initiate the transmission of distress alerts on channel 70 from the
position from which the craft is normally navigated; and
.2
be so located as to ensure the greatest possible degree of safety and operational availability;
.3
be protected against harmful effects of water,
extremes of temperature and other adverse environmental
conditions;
.4
be provided with reliable, permanently
arranged electrical lighting, independent of the main
sources of electrical power, for the adequate illumination of
the radio controls for operating the radio installation; and
.5
be clearly marked with the call sign, the ship
station identity and other codes as applicable for the use of
the radio installation.
14.6.3
Control of the VHF radiotelephone channels,
required for navigational safety, shall be immediately available on the navigating bridge convenient to the conning
position, and, where necessary, facilities shall be available
to permit radiocommunications from the wings of the navigating bridge. Portable VHF equipment may be used to
meet the latter provision.
14.6.4
In passenger craft, a distress panel shall be
installed at the conning position. This panel shall contain
either one single button which, when pressed, initiates a
distress alert using all radiocommunication installations
required on board for that purpose or one button for each
individual installation. The panel shall clearly and visually
indicate whenever any button or buttons have been
pressed. Means shall be provided to prevent inadvertent
activation of the button or buttons. If the satellite EPIRB is
used as the secondary means of distress alerting and is not
remotely activated, it shall be acceptable to have an additional EPIRB installed in the wheelhouse near the conning
position.
14.6.5
In passenger craft, information on the craft's
position shall be continuously and automatically provided
to all relevant radiocommunication equipment to be
included in the initial distress alert when the button or buttons on the distress panel is pressed.
14.6.6
In passenger craft, a distress alert panel shall
be installed at the conning position. The distress alarm
panel shall provide visual and aural indication of any distress alert or alerts received on board and shall also indicate
through which radiocommunication service the distress
alerts have been received.
14.7
Radio equipment: general
14.7.1
Every craft shall be provided with:
224
.1.2 radiotelephony on the frequencies 156.300

MHz (channel 6), 156.650 MHz (channel 13)
and 156.800 MHz (channel 16);
.2
a radio installation capable of maintaining a
continuous DSC watch on VHF channel 70 which may be
separate from, or combined with, that required by
14.7.1.1.1;
.3
a radar transponder capable of operating in
the 9 GHz band, which:
.3.1 shall be so stowed that it can be easily utilized;
and
.3.2 may be one of those required by 8.2.1.2 for a
survival craft;
.4
a receiver capable of receiving International
NAVTEX service broadcasts if the craft is engaged on voyages in any area in which an International NAVTEX service
is provided;
.5
a radio facility for reception (see note 1) of
maritime safety information by the Inmarsat enhanced
group calling system if the craft is engaged on voyages in
any area of Inmarsat coverage but in which an International
NAVTEX service is not provided. However, craft engaged
exclusively on voyages in areas where a HF direct printing
telegraphy maritime safety information service is provided
and fitted with equipment capable of receiving such service
may be exempt from this requirements (see note 2).
Note 1 : Refer to Carriage of Inmarsat enhanced group call
SafetyNET receivers under the GMDSS, adopted by the Organization by resolution A.701(17).
Note 2 : Refer to the Recommendation on Promulgation of
Maritime Safety Information, adopted by the Organization by
.6
subject to the provisions of 14.8.3, a satellite
emergency position indicating radio beacon (satellite
EPIRB) which shall be:
Note: Refer to Search and rescue homing capability, adopted
.6.1 capable of transmitting a distress alert either

through the polar orbiting satellite service operating in the 406 MHz band or, if the craft is
engaged only on voyages within Inmarsat coverage, through the Inmarsat geostationary satellite
service operating in the 1.6 GHz band;
.6.2 installed in an easily accessible position;
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February 2002
HSC Chapter 14
.6.3 ready to be manually released and capable of

being carried by one person into a survival
craft;
.6.4 capable of floating free if the craft sinks and of
being automatically activated when afloat; and
.6.5 capable of being activated manually.
14.7.2
Every passenger craft shall be provided with
means for two-way on-scene radiocommunications for
search and rescue purposes using the aeronautical frequencies 121.5 MHz and 123.1 MHz from the position from
which the craft is normally navigated.
14.8.1
In addition to meeting the requirements of
14.7, every craft engaged on voyages exclusively in sea area
A1 shall be provided with a radio installation capable of initiating the transmission of ship-to-shore distress alerts from
the position from which the craft is normally navigated,
operating either:
.1
on VHF using DSC; this requirement may be
fulfilled by the EPIRB prescribed by 14.8.3, either by installing the EPIRB close to, or by remote activation from, the
position from which the craft is normally navigated; or
.2
through the polar orbiting satellite service on
406 MHz; this requirement may be fulfilled by the satellite
EPIRB, required by 14.7.1.6, either by installing the satellite
EPIRB close to, or by remote activation from, the position
from which the craft is normally navigated; or
.3
if the craft is on voyages within coverage of
MF coast stations equipped with DSC on MF using DSC; or
on HF using DSC; or
.4
14.8.3
Craft engaged on voyages exclusively in sea
area A1 may carry, in lieu of the satellite EPIRB required by
14.7.1.6, an EPIRB which shall be:
.1
capable of transmitting a distress alert using
DSC on VHF channel 70 and providing for locating by
means of a radar transponder operating in the 9 GHz band;
installed in an easily accessible position;
.2
.3
ready to be manually released and capable
of being carried by one person into a survival craft;
.4
capable of floating free if the craft sinks and
of being automatically activated when afloat; and
Radio equipment: sea area A1
14.8
14.8.2
The VHF radio installation, required by
14.71.1, shall also be capable of transmitting and receiving
general radiocommunications using radiotelephony.
.5
through the Inmarsat geostationary satellite
service; this requirement may be fulfilled by:
capable of being activated manually.
.5
Radio equipment: sea areas A1

and A2
14.9
14.9.1
14.7, every craft engaged on voyages beyond sea area A1,
but remaining within sea area A2, shall be provided with:
.1
an MF radio installation capable of transmitting and receiving, for distress and safety purposes, on the
frequencies:
.1.1
2,187.5 kHz using DSC; and
.1.2
2,182 kHz using radiotelephony;
.2
continuous DSC watch on the frequency 2,187.5 kHz
which may be separate from, or combined with, that
required by 14.9.1.1.1; and
.3
means of initiating the transmission of shipto-shore distress alerts by a radio service other than MF,
operating either:
.5.1 an Inmarsat ship earth station (see note); or

.3.1
through the polar orbiting satellite service on

406 MHz; this requirement may be fulfilled by
the satellite EPIRB, required by 14.7.1.6, either
by installing the satellite EPIRB close to, or by
remote activation from, the position from which
the craft is normally navigated; or
.3.2
on HF using DSC; or
.3.3
through the Inmarsat geostationary satellite

service; this requirement may be fulfilled by:
.5.2 the satellite EPIRB, required by 14.7.1.6, either

the craft is normally navigated.
Note: This requirement can be met by Inmarsat ship earth stations capable of two-way communications, such as Inmarsat-A
and -B (resolution A.808(19)) or Inmarsat-C (resolution
A.807(19) and MSC.68(68), annex 4) ship earth stations.
Unless otherwise specified, this footnote applies to all requirements for an Inmarsat ship earth station prescribed by this
chapter.
February 2002
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.3.3.1 the equipment specified in 14.9.3.2; or
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.3.3.2 the satellite EPIRB, required by 14.7.1.6, either

.4
means of initiating the transmission of shipto-shore distress alerts by a radio service operating either:
.4.1 through the polar orbiting service on 406 MHz;
this requirement may be fulfilled by the satellite
EPIRB, required by 14.7.1.6, either by installing
the satellite EPIRB close to, or by remote activation from, the position from which the craft is
normally navigated; or
14.9.2
It shall be possible to initiate transmission of
distress alerts by the radio installations specified in 14.9.1.1
and 14.9.1.3 from the position from which the craft is normally navigated.
.4.2 on HF using DSC; or
14.9.3
The craft shall, in addition, be capable of
transmitting and receiving general radiocommunications
using radiotelephony or direct-printing telegraphy by either:
.4.3 through the Inmarsat geostationary satellite

service, by an additional ship earth station or by
the satellite EPIRB required by 14.7.1.6, either
.1
a radio installation operating on working frequencies in the bands between 1,605 kHz and 4,000 kHz
or between 4,000 kHz and 27,500 kHz; this requirement
may be fulfilled by the addition of this capability in the
equipment required by 14.9.1.1; or
14.10.2
14.7, every craft engaged on voyages beyond sea areas A1
and A2, but remaining within sea area A3, shall, if it does
not comply with the requirements of 14.10.1, be provided
with:
an Inmarsat ship earth station.
.2
14.10
Radio equipment: sea areas A1,

A2 and A3
14.10.1
14.7, every craft engaged on voyages beyond sea areas A1
and A2, but remaining within sea area A3, shall, if it does
not comply with the requirements of 14.10.2, be provided
with:
.1
.1
an MF/HF radio installation capable of transmitting and receiving, for distress and safety purposes, on
all distress and safety frequencies in the bands between
1,605 kHz and 4,000 kHz and between 4,000 kHz and
27,500 kHz:
.1.1 using DSC;
.1.2 using radiotelephony; and
an Inmarsat ship earth station capable of:

.1.1 transmitting and receiving distress and safety
communications
using
direct-printing
telegraphy;
.1.2 initiating and receiving distress priority calls;
.1.3 maintaining watch for shore-to-ship distress
alerts, including those directed to specifically
defined geographical areas; and
.1.4 transmitting and receiving general radiocommunications, using either radiotelephony or directprinting telegraphy;
.1.3 using direct-printing telegraphy;

.2
equipment capable of maintaining a DSC
watch on 2,187.5 kHz, 8,414.5 kHz and on at least one of
the distress and safety DSC frequencies 4,207.5 kHz, 6,312
kHz, 12,577 kHz or 1 6,804.5 kHz at any time, it shall be
possible to select any of these DSC distress and safety frequencies. This equipment may be separate from, or
combined with, the equipment required by 14.10.2.1;
.3
means of initiating the transmission of shipto-shore distress alerts by a radiocommunication service
other than HF operating either:
.2
an MF radio installation capable of transmitting and receiving, for distress and safety purposes, on the
frequencies:
.2.1 2,187.5 kHz using DSC; and
.2.2 2,182 kHz using radiotelephony;
.3
continuous DSC watch on the frequency 2,187.5 kHz
which may be separate from, or combined with, that
required by 14.10.1.2.1; and
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.3.1 through the polar orbiting satellite service on

406 MHz; this requirement may be fulfilled by
the satellite EPIRB required by 14.7.1.6, either
the craft is normally navigated; or
.3.2 through the Inmarsat geostationary satellite
service, this requirement may be fulfilled by:
.3.2.1 an Inmarsat ship earth station; or
February 2002
HSC Chapter 14
.3.2.2 the satellite EPIRB, required by 14.7.1.6, either

the craft is normally navigated; and
.4
in addition, the craft shall be capable of
transmitting and receiving general radiocommunications
using radiotelephony or direct-printing telegraphy by an
MF/HF radio installation operating on working frequencies
in the bands between 1,605 kHz and 4,000 kHz and
between 4,000 kHz and 27,500 kHz. This requirement may
be fulfilled by the addition of this capability in the equipment required by 14.10.2.1.
14.10.3
It shall be possible to initiate transmission of
distress alerts by the radio installations specified in
14.10.1.1, 14.10.1.2, 14.10.1.4, 14.10.2.1 and 14.10.2.3
from the position from which the craft is normally
navigated.
14.11
Radio equipment: sea areas A1,

A2, A3 and A4
Watches
14.12.1
Every craft, while at sea, shall maintain a
continuous watch:
.1
on VHF DSC channel 70, if the craft, in
accordance with the requirements of 14.7.1.2, is fitted with
a VHF radio installation;
.2
on the distress and safety DSC frequency
2,187.5 kHz, if the craft, in accordance with the requirements of 14.9.1.2 or 14.10.1.3, is fitted with an MF radio
installation;
.3
on the distress and safety DSC frequencies
2,187.5 kHz and 8,414.5 kHz and also on at least one of
the distress and safety DSC frequencies 4,207.5 kHz, 6,312
kHz, 12,577 kHz or 16,804.5 kHz, appropriate to the time
of day and the geographical position of the craft, if the craft,
in accordance with the requirements of 14.10.2.2 or
14.11.1, is fitted with an MF/HF radio installation. This
watch may be kept by means of a scanning receiver; and
February 2002
14.12.2
Every craft, while at sea, shall maintain a
radio watch for broadcasts of maritime safety information
on the appropriate frequency or frequencies on which such
information is broadcast for the area in which the craft is
navigating.
14.12.3
Until 1 February 2005, every craft, while at
sea shall continue to maintain, when practicable, a continuous listening watch on VHF channel 16. This watch shall be
kept at the position from which the craft is normally
navigated.
14.13
Sources of energy
14.13.1
There shall be available at all times, while the
craft is at sea, a supply of electrical energy sufficient to
operate the radio installations and to charge any batteries
used as part of a reserve source of energy for the radio
installations.
14.11.1
14.7, craft engaged on voyages in all sea areas shall be provided with the radio installations and equipment required
by 14.10.2, except that the equipment required by
14.10.2.3.2 shall not be accepted as an alternative to that
required by 14.10.2.3.1, which shall always be provided. In
addition, craft engaged on voyages in all sea areas shall
comply with the requirements of 14.10.3.
14.12
.4
for satellite shore-to-ship distress alerts, if the
craft, in accordance with the requirements of 14.10.1.1, is
fitted with an Inmarsat ship earth station.
14.13.2
Reserve and emergency sources of energy
shall be provided on every craft to supply radio installations, for the purpose of conducting distress and safety
radiocommunications, in the event of failure of the craft's
main and emergency sources of electrical power. The
reserve source of energy shall be capable of simultaneously
operating the VHF radio installation required by 14.7.1.1
and, as appropriate for the sea area or sea areas for which
the craft is equipped, either the MF radio installation
required by 14.9.1.1, the MF/HF radio installation required
by 14.10.2.1 or 14.11.1 or the Inmarsat ship earth station
required by 14.10.1.1 and any of the additional loads mentioned in 14.13.5 and 14.13.8 for a period of at least 1 h.
14.13.3
The reserve source of energy shall be independent of the propelling power of the craft and the craft's
electrical system.
14.13.4
Where, in addition to the VHF radio installation, two or more of the other radio installations referred to
in 14.13.2 can be connected to the reserve source or
sources of energy, they shall be capable of simultaneously
supplying, for the period specified in 14.13.2, the VHF
radio installation and:
.1
all other radio installations which can be
connected to the reserve source of energy at the same time;
or
.2
whichever of the radio installations will consume the most power, if only one of the other radio
installations can be connected to the reserve source of
energy at the same time as the VHF radio installation.
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HSC Chapter 14
14.13.5
The reserve source of energy may be used to
supply the electrical lighting required by 14.6.2.4.
14.13.6
Where a reserve source of energy consists of
a rechargeable accumulator battery or batteries:
.1
a means of automatically charging such batteries shall be provided which shall be capable of
recharging them to minimum capacity requirements within
10 h; and
(1) Resolution A.525(13): Performance Standards for NarrowBand Direct-Printing Telegraph Equipment for the Reception of Navigational and Meteorological Warnings and
Urgent Information to Ships.
(2) Resolution A.694(17): General Requirements for Shipborne
Radio Equipment Forming Part of the Global Maritime Distress and Safety System (GMDSS) and for Electronic
Navigational Aids.
(3) Resolution A.808(19): Performance Standards for Ship
Earth Stations Capable of Two-Way Communications, and
resolution A.570(14), Type Approval of Ship Earth Stations.
.2
the capacity of the battery or batteries shall
be checked, using an appropriate method at intervals not
exceeding 12 months, when the craft is not at sea.
(4) Resolutions A.803(19): and MSC.68(68), annex 1: Performance Standards for Shipborne VHF Radio installations
Capable of Voice Communication and Digital Selective
Calling.
Note: One method of checking the capacity of an accumulator

battery is to fully discharge and recharge the battery, using normal operating current and period (e.g. 10 h). Assessment of the
charge condition can be made at any time, but it should be
done without significant discharge of the battery when the craft
is at sea.
(5) Resolutions A.804(19) and MSC.68(68), annex 2: Performance Standards for Shipborne MF Radio Installations
Capable of Voice Communication and Digital Selective
Calling.
14.13.7
The siting and installation of accumulator
batteries which provide a reserve source of energy shall be
such as to ensure:
.1
the highest degree of service;
.2
a reasonable lifetime;
.3
reasonable safety;
.5
that when fully charged, the batteries will
provide at least the minimum required hours of operation
under all weather conditions.
14.13.8
If an uninterrupted input of information from
the craft's navigational or other equipment to a radio installation required by this chapter is needed to ensure its
proper performance, including the navigation receiver
referred to in 14.18, means shall be provided to ensure the
continuous supply of such information in the event of failure
of the craft's main or emergency source of electrical power.
(9) Resolution A.805(19): Performance Standards for FloatFree VHF Emergency Position-Indicating Radio Beacons.
(10)Resolutions A.807(19) and MSC.68(68), annex 4: Performance Standards for Inmarsat Standard-C Ship Earth
Stations Capable of Transmitting and Receiving Direct-Printing Communications, and resolution A.570(14), Type
Approval of Ship Earth Stations.
(11)Resolution A.664(16): Performance
Enhanced Group Call Equipment.
Standards
for
(12)Resolution A.812(19): Performance Standards for FloatFree Satellite Emergency Position-indicating Radio Beacons
Operating Through the Geostationary Inmarsat Satellite
System on 1.6 GHz.
(13)Resolution A.662(16): Performance Standards for FloatFree Release and Activation Arrangements for Emergency
Radio Equipment.
(14)Resolution A.699(17): System Performance Standard for
the Promulgation and Co-ordination of Maritime Safety
Information Using High-Frequency Narrow-Band Direct
Printing.
Performance standards
14.14.1
All equipment to which this chapter applies
shall be of a type approved by the Administration. Such
equipment shall conform to appropriate performance standards not inferior to those adopted by the Organization.
Note: Refer to the following resolutions adopted by the Organization:
228
(7) Resolutions A.810(19) and MSC.56(66): Performance

Standards for Float-Free Satellite Emergency Position-Indicating Radio Beacons (EPIRBs) Operating on 406 MHz
(see also Assembly resolution A.696(17): Type Approval of
Satellite Emergency Position-Indicating Radio Beacons
(EPIRBs) Operating in the COSPAS-SARSAT System).
(8) Resolution A.802(19): Performance Standards for Survival
Craft Radar Transponders for Use in Search and Rescue
Operations.
.4
that the battery temperatures remain within
the manufacturer's specifications whether under charge or
idle; and
14.14
(6) Resolutions A.806(19) and MSC.68(68), annex 3: Performance Standards for Shipborne MF/HF Radio Installations
Capable of Voice Communication, Narrow-Band Direct
Printing and Digital Selective Calling.
(15)Resolution A.700(17): Performance Standards for NarrowBand Direct-Printing Telegraph Equipment for the Reception of Navigational and Meteorological Warnings and
Urgent Information to Ships (MSI) by HF.
(16)Resolution MSC.80(70): Recommendation on Performance Standards for on-scene (Aeronautical) Portable TwoWay VHF Radiotelephone Apparatus.
Bureau Veritas
February 2002
HSC Chapter 14
14.15
Maintenance requirements
14.15.1
Equipment shall be so designed that the main
units can be replaced readily without elaborate recalibration or readjustment.
14.15.2
Where applicable, equipment shall be so
constructed and installed that it is readily accessible for
inspection and on-board maintenance purposes.
14.15.3
Adequate information shall be provided to
enable the equipment to be properly operated and maintained, taking into account the recommendations of the
Organization.
Note: Refer to the Recommendation on General Requirements
for Shipborne Radio Equipment Forming Part of the Global
Maritime Distress and Safety System (GMDSS) and for Electronic Navigational Aids, adopted by the Organization by
14.15.4
Adequate tools and spares shall be provided
to enable equipment to be maintained.
14.15.5
The Administration shall ensure that radio
equipment required by this chapter is maintained to provide
the availability of the functional requirements specified in
14.5 and to meet the recommended performance standards
of such equipment.
14.15.6
On craft engaged on voyages in sea areas A1
and A2, the availability shall be ensured by using such
methods as duplication of equipment, shore-based maintenance or at-sea electronic maintenance capability, or a
combination of these, as may be approved by the
Administration.
14.15.7
On craft engaged on voyages in sea areas A3
and A4, the availability shall be ensured by using a combination of at least two methods, such as duplication of
equipment, shore-based maintenance or at-sea electronic
maintenance capability, as may be approved by the Administration, taking into account the recommendations of the
Organization.
Note: Administrations should take account of the Radio Maintenance Guidelines for the Global Maritime Distress and Safety
System (GMDSS) related to Sea Areas A3 and A4, adopted by
the Organization by resolution A.702(17).
14.15.8
However, for craft operating solely between
ports where adequate facilities for shorebased maintenance
of the radio installations are available and provided no journey between two such ports exceeds six hours, then the
Administration may exempt such craft from the requirement
to use at least two maintenance methods. For such craft at
least one maintenance method shall be used.
February 2002
14.15.9
While all reasonable steps shall be taken to
maintain the equipment in efficient working order to ensure
compliance with all the functional requirements specified in
14.5, malfunction of the equipment for providing the general radiocommunications, required by 14.8, shall not be
considered as making a craft unseaworthy or as a reason for
delaying the craft in ports where repair facilities are not
readily available, provided the craft is capable of performing
all distress and safety functions.
14.15.10
Satellite EPIRBs shall be tested at intervals
not exceeding 12 months for all aspects of operational efficiency with particular emphasis on frequency stability,
signal strength and coding. However, in cases where it
appears proper and reasonable, the Administration may
extend this period to 17 months. The test may be conducted on board the ship or at an approved testing or
servicing station.
14.16
Radio personnel
14.16.1
Every craft shall carry personnel qualified for
distress and safety radiocommunication purposes to the satisfaction of the Administration. The personnel shall be
holders of certificates specified in the Radio Regulations as
appropriate, any one of whom shall be designated to have
primary responsibility for radiocommunications during distress incidents.
14.16.2
In passenger craft, at least one person qualified in accordance with sub-paragraph .1 shall be assigned
to perform only radiocommunication duties during distress
incidents.
14.17
Radio records
A record shall be kept, to the satisfaction of the Administration and as required by the Radio Regulations, of all
incidents connected with the radiocommunication service
which appear to be of importance to safety of life at sea.
14.18
Position-updating
All two-way communication equipment carried on board

craft to which this chapter applies which is capable of automatically including the craft's position in the distress alert
shall be automatically provided with this information from
an internal or external navigation receiver, if either is
installed. If such a receiver is not installed, the craft's position and the time that position was correct shall be
manually updated at intervals not exceeding four hours,
while the craft is underway, so that it is always ready for
transmission by the equipment.
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CHAPTER 15
15.1
OPERATING COMPARTMENT LAYOUT
Definitions
15.1.1
Operating area is the operating compartment and those parts of the craft on both sides of, and close
to, the operating compartment which extend to the craft's
side.
15.1.2
Workstation is a position at which one or
several tasks constituting a particular activity are carried
out.
15.1.3
Docking workstation is a place equipped
with necessary means for docking the craft.
15.1.4
Primary controls are all control equipment
necessary for the safe operation of the craft when it is under
way, including those required in an emergency situation.
15.2
Field of vision from the operating

compartment
15.3.1
The operating station shall be placed above
all other superstructures so that the operating crew are able
to gain a view all round the horizon from the navigating
workstation. Where it is impractical to meet the requirements of this paragraph from a single navigating
workstation, the operating station shall be designed so that
an all-round view of the horizon is obtained by using two
navigating workstations combined or by any other means to
the satisfaction of the Administration.
15.3.2
Blind sectors shall be as few and as small as
possible, and not adversely affect the keeping of a safe lookout from the operating station. If stiffeners between windows are to be covered, this shall not cause further
obstruction inside the wheelhouse.
230
15.3.4
Where it is considered necessary by the
Administration, the field of vision from the navigating workstation shall permit the navigators from this position to
utilize leading marks astern of the craft for track monitoring.
15.3.5
The view of the sea surface from the operating station, when the navigators are seated, shall not be
obscured by more than one craft length forward of the bow
to 90 on either side irrespective of the craft's draught, trim
and deck cargo.
15.3.6
The field of vision from the docking workstation, if remote from the operating station, shall permit one
navigator to safely manoeuvre the craft to a berth.
General
The design and layout of the compartment from which the

crew operate the craft shall be such as to permit operating
crew members to perform their duties in a correct manner
without unreasonable difficulty, fatigue or concentration,
and to minimize the likelihood of injury to operating crew
members in both normal and emergency conditions.
15.3
15.3.3
The total arc of blind sectors from right
ahead to 22.5 abaft the beam on either side shall not
exceed 20. Each individual blind sector shall not exceed 5.
The clear sector between two blind sectors shall not be less
than 10.
15.4
Operating compartment
15.4.1
The design and arrangement of the operating
compartment, including location and layout of the individual workstations, shall ensure the required field of vision for
each function.
15.4.2
The craft's operating compartment shall not
be used for purposes other than navigation, communications and other functions essential to the safe operation of
the craft, its engines, passengers and cargo.
15.4.3
The operating compartment shall be provided with an integrated operating station for command,
navigation, manoeuvring and communication and so
arranged that it can accommodate those persons required
to navigate the craft safely.
15.4.4
The arrangement of equipment and means
for navigation, manoeuvring, control, communication and
other essential instruments shall be located sufficiently close
together to enable both the officer in charge and any assisting officer to receive all necessary information and to use
the equipment and controls, as required, while they are
seated. If necessary, the equipment and means serving
these functions shall be duplicated.
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February 2002
HSC Chapter 15
15.4.5
If a separate workstation for supervision of
engine performance is placed in the operating compartment, the location and use of this workstation shall not
interfere with the primary functions to be performed in the
operating station.
15.4.6
The location of the radio equipment shall not
interfere with the primary navigational functions in the
operating station.
15.4.7
The design and layout of the compartment
from which the crew operate the craft and the relative positions of the primary controls shall be assessed against the
essential operational manning level. Where minimum manning levels are proposed, the design and layout of the
primary and communication controls shall form an integrated operational and emergency control centre from
which the craft can be controlled under all operational and
emergency events by the operating crew without the necessity for any crew member to vacate the compartment.
15.4.8
The relative positions of the primary controls
and the seats shall be such that each operating crew member, with the seat suitably adjusted and without prejudicing
compliance with 15.2, can:
.1
without interference, produce full and unrestricted movement of each control both separately and with
all practical combinations of movement of other controls;
and
.2
at all workstations, exert adequate control
forces for the operation to be performed.
15.4.9
When a seat at a station from which the craft
may be operated has been adjusted so as to suit the occupant, subsequent change of seat position to operate any
control shall not be acceptable.
15.4.10
In craft where the Administration considers
the provision of a safety belt necessary for use by the operating crew, it shall be possible for those operating crew
members, with their safety belts correctly worn, to comply
with 15.4.4 except in respect of controls which it can be
shown will only be required on very rare occasions and
which are not associated with the need for safety restraint.
15.4.11
The integrated operating station shall contain
equipment which provides relevant information to enable
the officer in charge and any assisting officer to carry out
navigational and safety functions safely and efficiently.
15.4.12
Adequate arrangements shall be made to
prevent passengers from distracting the attention of the
operating crew.
February 2002
15.5
Instruments and chart table
15.5.1
Instruments, instrument panels and controls
shall be permanently mounted in consoles or other appropriate places, taking into account operation, maintenance
and environmental conditions. However, this shall not prevent the use of new control or display techniques, provided
the facilities offered are not inferior to recognized standards.
15.5.2
All instruments shall be logically grouped
according to their functions, in order to reduce to a minimum the risk of confusion, instruments shall not be
rationalized by sharing functions or by inter-switching.
15.5.3
Instruments required for use by any member
of the operating crew shall be plainly visible and easily
read:
.1
with minimum practicable deviation from his
normal seating position and line of vision; and
.2
with the minimum risk of confusion under all
likely operating conditions.
15.5.4
Instruments essential for the safe operation of
the craft shall be clearly marked with any limitation if this
information is not otherwise clearly presented to the operating crew. The instrument panels forming the emergency
control for the launching of liferafts and the monitoring of
the fire-fighting systems shall be in separate and clearly
defined positions within the operating area.
15.5.5
The instruments and controls shall be provided with means for screening and dimming in order to
minimize glare and reflections and prevent them being
obscured by strong light.
15.5.6
The surfaces of console tops and instruments
shall have dark glare-free colours.
15.5.7
Instruments and displays providing visual
information to more than one person shall be located for
easy viewing by all users concurrently. If this is not possible,
the instrument or display shall be duplicated.
15.5.8
If considered necessary by the Administration, the operating compartment shall be provided with a
suitable table for chart work. There shall be facilities for
lighting the chart. Chart-table lighting shall be screened.
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HSC Chapter 15
15.6
Lighting
15.6.1
A satisfactory level of lighting shall be available to enable the operating personnel to adequately
perform all their tasks both at sea and in port, by day and
night. There shall be only a limited reduction in the illumination of essential instruments and controls under likely
system fault conditions.
15.6.2
Care shall be taken to avoid glare and stray
image reflection in the operating area environment. High
contrast in brightness between work area and surroundings
shall be avoided. Non-reflective or matt surfaces shall be
used to reduce indirect glare to a minimum.
15.6.3
A satisfactory degree of flexibility within the
lighting system shall be available to enable the operating
personnel to adjust the lighting intensity and direction as
required in the different areas of the operating compartment
and at individual instruments and controls.
15.6.4
Red light shall be used to maintain dark
adaptation whenever possible in areas or on items of equipment requiring illumination in the operational mode, other
than the chart table.
15.6.5
During hours of darkness, it shall be possible
to discern displayed information and control devices.
15.7.3
Arrangements shall be provided so that the
forward view from operating stations is not adversely
affected by solar glare. Neither polarized nor tinted window
glass shall be fitted.
15.7.4
Operating compartment windows shall be
angled to reduce unwanted reflection.
15.7.5
The windows shall be made of material
which will not break into dangerous fragments if fractured.
15.8
Communication facilities
15.8.1
Such means as are necessary shall be provided to enable the crew to communicate between, and
have access to, each other and with other occupants of the
craft in both normal and emergency conditions.
15.8.2
Means to communicate between the operating compartment and spaces containing essential
machinery, including any emergency steering position, irrespective of whether the machinery is remotely or locally
controlled, shall be provided.
15.8.3
Means for making public address and safety
announcements from control stations to all areas to which
passengers and crew have access shall be provided.
15.8.4
Provisions shall be made for means to monitor, receive and transmit radio safety messages at the
15.6.6
Reference is made to additional requirements
on lighting in 12.7 and 12.8.
15.9
15.7
The operating compartment shall be equipped with adequate temperature and ventilation control systems.
Windows
15.7.1
Divisions between windows, located in the
front, on the sides and in the doors shall be kept to a minimum. No division shall be installed immediately forward of
the operating stations.
15.7.2
Administrations shall be satisfied that a clear
view through the operating compartment windows is provided at all times regardless of weather conditions. The
means provided for maintaining the windows in a clear condition shall be so arranged that no reasonably probable
single failure can result in a reduction of the cleared field of
vision such as to interfere seriously with the ability of the
operating crew to continue the operation and bring the craft
to rest.
232
Temperature and ventilation
15.10
Colours
The surface materials inside the operating compartment

shall have a suitable colour and finish to avoid reflections.
15.11
Safety measures
The operating area shall be free of physical hazard to the

operating personnel and have non-skid flooring in dry and
wet conditions and adequate handrails. Doors shall be fitted with devices to prevent them moving, whether they are
open or closed.
Bureau Veritas
February 2002
HSC Chapter 16
CHAPTER 16
16.1
STABILIZATION SYSTEMS
Definitions
16.2
16.1.1
Stabilization control system is a system
intended to stabilize the main parameters of the craft's attitude: heel, trim, course and height and control the craft's
motions: roll, pitch, yaw and heave. This term excludes
devices not associated with the safe operation of the craft,
e.g. motion-reduction or ride-control systems.
The main elements of a stabilization control system may
include the following:
.1
devices such as rudders, foils, flaps, skirts,
fans, water jets, tilting and steerable propellers, pumps for
moving fluids;
.2
and
power drives actuating stabilization devices;
.3
stabilization equipment for accumulating
and processing data for making decisions and giving commands such as sensors, logic processors and automatic
safety control.
16.1.2
Self-stabilization of the craft is stabilization
ensured solely by the craft's inherent characteristics.
16.1.3
Forced stabilization of the craft is stabilization achieved by:
.1
an automatic control system; or
.2
a manually assisted control system; or
.3
a combined system incorporating elements
of both automatic and manually assisted control systems.
16.1.4
Augmented stabilization is a combination
of self-stabilization and forced stabilization.
16.1.5
Stabilization device means a device as
enumerated in 16.1.1.1 with the aid of which forces for
controlling the craft's position are generated.
16.1.6
Automatic safety control is a logic unit for
processing data and making decisions to put the craft into
the displacement or other safe mode if a condition impairing safety arises.
February 2002
16.2.1
Stabilization systems shall be so designed
that, in case of failure or malfunctioning of any one of the
stabilization devices or equipment, it would be possible
either to ensure maintaining the main parameters of the
craft's motion within safe limits with the aid of working stabilization devices or to put the craft into the displacement
or other safe mode.
16.2.2
In case of failure of any automatic equipment
or stabilization device, or of its power drive, the parameters
of craft motion shall remain within safe limits.
16.2.3
Craft fitted with an automatic stabilization
system shall be provided with an automatic safety control
unless the redundancy in the system provides equivalent
safety. Where an automatic safety control is fitted, provision
shall be made to override it and to cancel the override from
the main operating station.
16.2.4
The parameters and the levels at which any
automatic safety control gives the command to decrease
speed and put the craft safely in the displacement or other
safe mode shall take account of the safe values of heel, trim,
yaw and combination of trim and draught appropriate to
the particular craft and service; also to the possible consequences of power failure for propulsion, lift or stabilization
devices.
16.2.5
The parameters and the degree of stabilization of the craft provided by the automatic stabilization
system shall be satisfactory, having regard to the purpose
and service conditions of the craft.
16.2.6
Failure mode and effect analysis shall include
the stabilization system.
16.3
Lateral and height control

systems
16.3.1
Craft fitted with an automatic control system
shall be provided with an automatic safety control. Probable malfunctions shall have only minor effects on automatic
control system operation and shall be capable of being
readily counteracted by the operating crew.
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HSC Chapter 16
16.3.2
The parameters and levels at which any automatic control system gives the command to decrease speed
and put the craft safely into the displacement or other safe
mode shall take account of the safety levels as given in section 2.4 of annex 3 and of the safe values of motions
appropriate to the particular craft and service.
16.4
Demonstrations
16.4.1
The limits of safe use of any of the stabiliza-
234
tion control system devices shall be based on demonstrations and a verification process in accordance with annex 9.
16.4.2
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.
Bureau Veritas
February 2002
HSC Chapter 17
CHAPTER 17
17.1
HANDLING, CONTROLLABILITY AND PERFORMANCE
General
17.3
The operational safety of the craft in normal service conditions and in equipment failure situations of a craft to which
this Code applies shall be documented and verified by fullscale tests, supplemented by model tests where appropriate, of the prototype craft. The objective of tests is to
determine information to be included in the craft operating
manual in relation to:
.1
actions to be taken in the event of prescribed
.4
limitations to be observed for safe operation
subsequent to prescribed failures.
Operational information shall be available on board for

guidance, or the craft shall have an instrument system for
on-line check of operational performance which shall be
approved by the Administration taking into account the
standards for the processing and presentation of measurements developed by the Organization. As a minimum, the
system shall measure accelerations in three axes close to the
craft longitudinal centre of gravity.
17.2
Proof of compliance
17.2.1
The information on controllability and
manuvrability which shall be contained in the craft operating manual shall include the characteristics under 17.5 as
applicable, the list of parameters of the worst intended conditions affecting the controllability and manuvrability
according to 17.6, information on safe maximum speeds as
described in 17.9 and the performance data verified in
accordance with annex 9.
17.2.2
The information on operating limitations
which shall be contained in the route operational manual
shall include the characteristics under 17.2.1, 17.5.4.1 and
17.5.4.2.
February 2002
Compliance with each of the handling, controllability and

performance requirements shall be established for all combinations of weight and centre of gravity position significant
for the operational safety in the range of weights up to the
maximum permissible weight.
C17.3 For the purpose of classification, controllability is

to be established in the way defined in 17.3.
operating limitations;
.2
procedures for operation of the craft within
the limitations;
.3
failure; and
Weight and centre of gravity
17.4
Effect of failures
The effect of any likely failure in handling and control

devices, services or components (e.g. power operation,
power assistance, trimming and stability augmentation)
shall be assessed in order that a safe level of craft operation
can be maintained. Effects of failure identified as being critical according to annex 4 shall be verified in accordance
with.
17.5
Controllability and
manuvrability
17.5.1
Instructions to crew members shall be provided in the craft operating manual regarding required
actions and craft limitations subsequent to prescribed
failures.
17.5.2
It is necessary to ensure that the effort
required to operate the controls in the worst intended conditions is not such that the person at the control will be
unduly fatigued or distracted by the effort necessary to
maintain the safe operation of the craft.
17.5.3
The craft shall be controllable and be capable of performing those manuvres essential to its safe
operation up to the critical design conditions.
17.5.4.1
When determining the operating limitations
of a craft, particular attention shall be paid to the following
aspects during normal operation and during failures and
subsequent to failures:
.1
yawing;
.2
turning;
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HSC Chapter 17
.3
.4
tions;
automatic pilot and steering performance;
17.7
stopping in normal and emergency condi-
.5
stability in the non-displacement mode about
three axes and in heave;
Surface irregularities
Factors which limit the ability of the craft to operate over

sloping ground and steps or discontinuities shall be determined, as applicable, and made available to the master.
.6
trim;
.7
roll;
.8
plough in;
.9
lift power limitations;
.10
broaching;
.11
slamming; and
17.9
.12
bow diving.
Safe maximum speeds shall be determined, taking account

of the limitations from 4.3.1, modes of operation, wind
force and direction and the effects of possible failures of any
one lift or propulsion system over calm water, rough water
and over other surfaces, as appropriate to the craft.
17.8
Acceleration and deceleration
The Administration shall be satisfied that the worst likely

acceleration or deceleration of the craft, due to any likely
failure, emergency stopping procedures or other likely
causes, would not hazard the persons on the craft.
17.5.4.2
The terms in 17.5.4.1.2, .8, .9 and .11 are
defined as follows:
Speeds
.1
Turning is the rate of change of direction of
a craft at its normal maximum operating speed in specified
wind and sea conditions.
17.10
.2
Plough in is an involuntary motion involving sustained increase in drag of an air-cushion vehicle at
speed, usually associated with partial collapse of the cushion system.
The minimum depth of water and other appropriate information required for operations in all modes shall be
determined.
.3
Lift power limitations are those limitations
imposed upon the machinery and components which provide the lift.
17.11
.4
Slamming is the water impact on the
underside of the hull in the bow area of the craft.
17.6
Change of operating surface and

mode
There shall be no unsafe change in the stability, controllability or attitude of the craft during transition from one type of
operating surface or mode to another. Information on
change in the behaviour characteristics of the craft during
transition shall be available to the master.
236
Minimum depth of water
Hard structure clearance
For amphibious craft, when cushion-borne, clearance of the

lowest point of the hard structure above a hard flat surface
shall be determined.
17.12
Night operation
The schedule of tests shall include sufficient operation to

evaluate the adequacy of internal and external lighting and
visibility under conditions of normal and emergency electrical power supply during service, cruising and docking
manoeuvres.
Bureau Veritas
February 2002
HSC Chapter 18
CHAPTER 18
OPERATIONAL REQUIREMENTS
Part A
C18.0
General
.3
the arrangements for obtaining weather
information on the basis of which the commencement of a
voyage may be authorized;
The craft operating manuals and route operational manual

are to be transmitted to the Society for information.
18.1
.4
provision in the area of operation of a base
port fitted with facilities in accordance with 18.1.4;
.5
the designation of the person responsible for
decisions to cancel or delay a particular voyage, e.g. in the
light of the weather information available;
Craft operational control
18.1.1
The High-Speed Craft Safety Certificate, the
Permit to Operate High-Speed Craft or certified copies
thereof, and copies of the route operational manual, craft
operating manual, and a copy of such elements of the maintenance manual as the Administration may require shall be
carried on board.
C18.1.1
Classification certificates and annexed documents issued by the Society for the craft are to be kept on
board in a safe location and made available on request to
the Society Surveyor.
18.1.2
The craft shall not be intentionally operated
outside the worst intended conditions and limitations specified in the Permit to Operate High-Speed Craft, in the HighSpeed Craft Safety Certificate, or in documents referred to
therein.
.6
sufficient crew complement required for
operating the craft, deploying and manning survival craft,
the supervision of passengers, vehicles and cargo in both
normal and emergency conditions as defined in the Permit
to Operate. The crew complement shall be such that two
officers are on duty in the operating compartment when the
craft is under way, one of whom may be the master;
.7
crew qualifications and training, including
competence in relation to the particular type of craft and
service intended, and their instructions in regard to safe
operational procedures;
.8
restrictions with regard to working hours,
rostering of crews and any other arrangements to prevent
fatigue, including adequate rest periods;
.9
the training of crew in craft operation and
emergency procedures;
C18.1.2
When the craft is operated under conditions
not covered by the service and navigation notations
described in the certificate, class is normally suspended in
accordance with Society Rules.
18.1.3
The Administration shall issue a Permit to
Operate High-Speed Craft when it is satisfied that the operator has made adequate provisions from the point of view of
safety generally, including the following matters specifically,
and shall revoke the Permit to Operate if such provisions are
not maintained to its satisfaction:
.1
the suitability of the craft for the service
intended, having regard to the safety limitations and information contained in the route operational manual;
.2
the suitability of the operating conditions in
the route operational manual;
February 2002
.10
the maintenance of crew competence in
regard to operation and emergency procedures;
.11
safety arrangements at terminals and compliance with any existing safety arrangements, as appropriate;
.12
traffic control arrangements and compliance
with any existing traffic control, as appropriate;
.13
restrictions and/or provisions relating to position fixing and to operation by night or in restricted visibility,
including the use of radar and/or other electronic aids to
navigation, as appropriate;
.14
additional equipment which may be
required, due to the specific characteristics of the service
intended, for example, night operation;
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HSC Chapter 18
.15
communication arrangements between craft,
coast radio stations, base ports radio stations, emergency
services and other ships, including radio frequencies to be
used and watch to be kept;
.16
the keeping of records to enable the Administration to verify:
.16.1 that the craft is operated within the specified
parameters,
.16.2 the observance of emergency and safety
drills/procedures;
.16.3 the hours worked by the operating crew;
.16.4 the number of passengers on board;
18.2
Craft documentation
The company shall ensure that the craft is provided with

adequate information and guidance in the form of technical
manual(s) to enable the craft to be operated and maintained safely. The technical manual(s) shall consist of a
route operational manual, craft operating manual, training
manual, maintenance manual and servicing schedule.
Arrangements shall be made for such information to be
updated as necessary.
.16.5 compliance with any law to which the craft is

subject;
18.2.1
.16.6 craft operations; and
The craft operating manual shall contain at least the following information:
.16.7 maintenance of the craft and its machinery in

accordance with approved schedules;
.17
arrangements to ensure that equipment is
maintained in compliance with the Administration's requirements, and to ensure co-ordination of information as to the
serviceability of the craft and equipment between the operating and maintenance elements of the operator's
organization;
.18
the existence and use of adequate instructions regarding:
.18.1 loading of the craft so that weight and centre of
gravity limitations can be effectively observed
and cargo is, when necessary, adequately secured;
.18.2 the provision of adequate fuel reserves;
.18.3 action in the event of reasonable foreseeable
emergencies; and
.19
provision of contingency plans by operators
for foreseeable incidents including all land-based activities
for each scenario. The plans shall provide operating crews
with information regarding search and rescue (SAR) authorities and local administrations and organizations which may
complement the tasks undertaken by crews with the equipment available to them.
Note: Refer to the IMO Search and Rescue Manual (IMOSAR),
adopted by the Organization by resolution A.439(XI), and Use of
Radar Transponders for Search and Rescue Purposes, adopted by
18.1.4
The Administration shall determine the maximum allowable distance from a base port or place of refuge
after assessing the provisions made under 18.1.3.
238
18.1.5
The master shall ensure that an effective system of supervision and reporting of the closing and opening
of accesses referred to in 2.2.4.2 and 2.2.4.3 is implemented.
Craft operating manual
.1
leading particulars of the craft;
.2
description of the craft and its equipment;
.3
procedures for checking the integrity of
buoyancy compartments;
.4
details arising from compliance with the
requirements of chapter 2 likely to be of direct practical use
to the crew in an emergency;
.5
damage control procedures (e.g. information
in a damage control plan required by SOLAS regulation II1/23 or II-1/25-8.2, as appropriate);
.6
tems;
description and operation of machinery sys-
.7
tems;
description and operation of auxiliary sys-
.8
description and operation of remote control
and warning systems;
.9
ment;
description and operation of electrical equip-
.10
loading procedures and limitations, including
maximum operational weight, centre of gravity position and
distribution of load, including any cargo or car securing
arrangement and procedures depending on operational
restrictions or damaged conditions. Such arrangement and
procedures shall not be included as a separate Cargo Securing Manual as required by chapter VI of the Convention;
.11
description and operation of fire-detection
and fire-extinguishing equipment;
.12
drawings indicating the structural fire protection arrangements;
Bureau Veritas
February 2002
HSC Chapter 18
.13
description and operation of radio equipment and navigational aids;
.11
traffic control arrangements and limitations,
as appropriate;
.14
information regarding the handling of the
craft as determined in accordance with chapter 17;
.12
specific route conditions or requirements
relating to position fixing, operations by night and in
restricted visibility, including the use of radar or other electronic aids to navigation; and
.15
maximum permissible towing speeds and
towing loads, where applicable;
.16
procedure for dry-docking or lifting, including limitations;
.17
in particular, the manual shall provide information, in clearly defined chapters, relating to:
.17.1 indication of emergency situations or malfunctions jeopardizing safety, required actions to be
taken and any consequential restrictions on
operation of the craft or its machinery;
.17.2 evacuation procedures;
.17.3 the worst intended conditions;
.17.4 limiting values of all machinery parameters
requiring compliance for safe operation.
In regard to information on machinery or system failures,

data shall take into account the results of any FMEA reports
developed during the craft design.
18.2.2
.13
communication arrangements between craft,
coast radio stations, base ports radio stations, emergency
services and other ships, including radio frequencies to be
used and watch to be kept.
C18.2.2
18.2.2.2 is to be in accordance with
assumptions made for the purpose of classification.
18.2.3
The training manual, which may comprise several volumes,

shall contain instructions and information, in easily understood terms, illustrated wherever possible, on evacuation,
fire and damage control appliances and systems and on the
best methods of survival. Any part of such information may
be provided in the form of audio-visual aids in lieu of the
manual. Where appropriate, the contents of the training
manual may be included in the craft operating manual. The
following shall be explained in detail:
.1
donning lifejackets and immersion suits, as
appropriate;
Route operational manual
.2
The route operational manual shall include at least the following information:
.1
.3
boarding, launching and clearing the survival
craft and rescue boats;
.4
craft;
.5
.3
procedures for operation of the craft within
the limitations of .2;
.4
the elements of applicable contingency plans
for primary and secondary rescue assistance in the case of
foreseeable incidents, including land-based arrangements
and activities for each incident;
.6
arrangements for obtaining weather informa-
.8
identification of crew complement, functions
and qualifications;
.9
restrictions on working hours of crew;
.10
safety arrangements at terminals;
method of launching from within the survival
release from launching appliances;
.6
methods and use of devices for protection in
launching areas, where appropriate;
.7
illumination in launching areas;
.8
use of all survival equipment;
.9
use of all detection equipment;
.10
with the assistance of illustrations, the use of
radio life-saving appliances;
identification of the base port(s);
.7
identification of the person responsible for
decisions to cancel or delay voyages;
February 2002
muster at the assigned stations;
evacuation procedures;
.2
operating limitations, including the worst intended conditions;
.5
tion;
Training manual
.11
use of drogues;
.12
use of engine and accessories;
.13
recovery of survival craft and rescue boats,
including stowage and securing;
.14
clothing;
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hazards of exposure and the need for warm
239
HSC Chapter 18
best use of the survival craft facilities in order
.7
procedure for lifting or dry-docking the craft,
including any weight or attitude limitations;
.16
methods of retrieval, including the use of helicopter rescue gear (slings, baskets, stretchers), breechesbuoy and shore life-saving apparatus and craft's line-throwing apparatus;
.8
procedure for weighing the craft and establishing the position of longitudinal centre of gravity (LCG);
.15
to survive;
.17
all other functions contained in the muster
list and emergency instructions;
.18
instructions for emergency repair of the lifesaving appliances;
.19
instructions in the use of fire protection and
fire-extinguishing appliances and systems;
.20
fire, if fitted;
.10
a servicing schedule, included in the maintenance manual or published separately, detailing the routine
servicing and maintenance operations required to maintain
the operational safety of the craft and its machinery and
systems.
guidelines for use of firefighter's outfit in a
.21
use of alarms and communications associated with fire safety;
.22
.9
where craft may be dismantled for transportation, instructions shall be provided for dismantling,
transport and re-assembly;
C18.2.4
The Society's survey requirements cannot be
considered as a substitute to definition and acceptance of
repair and maintenance which remains the responsibility of
the Owner.
methods for surveying damage;
18.2.5
.23
use of damage control appliances and systems, including operation of watertight doors and bilge
pumps; and
.24
for passenger craft, control of and communication with passengers in an emergency.
18.2.4
Maintenance and servicing

manual/system
The craft maintenance and servicing manual/system shall

contain as a minimum:
.1
detailed, illustrated description of all craft
structure, machinery installations and all installed equipment and systems required for safe operation of the craft;
.2
specifications and quantities of all replenishable fluids and of structural materials which may be required
for repairs;
Information on passengers
18.2.5.1
All persons on board passenger craft shall be
counted prior to departure.
18.2.5.2
Details of persons who have declared a need
for special care or assistance in emergency situations shall
be recorded and communicated to the master prior to
departure.
18.2.5.3
The names and gender of all persons on
board, distinguished between adults, children and infants
shall be recorded for search and rescue purposes.
18.2.5.4
The information required by 18.2.5.1,
18.2.5.2 and 18.2.5.3 shall be kept ashore and made readily available to search and rescue services when needed.
.3
operational limitations of machinery in terms
of values of parameters, vibration and consumption of
replenished fluids;
18.2.5.5
The Administration may exempt from the
requirements of 18.2.5.3 passenger craft operating on voyages having a duration of 2 h or less between each port of
call.
.4
limitations of wear of structure of machinery
components, including lives of components requiring calendar or operating time replacement;
18.3
.5
detailed description of procedures, including
any safety precautions to be taken or special equipment
required, to remove and install main and auxiliary machinery, transmissions, propulsion and lift devices and flexible
structure components;
.6
test procedures to be followed subsequent to
replacement of machinery or system components or for
malfunction diagnosis;
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Training and qualifications
18.3.1
The level of competence and the training
considered necessary in respect of the master and each
crew member shall be laid down and demonstrated in the
light of the following guidelines to the satisfaction of the
company in respect of the particular type and model of craft
concerned and the service intended. More than one crew
member shall be trained to perform all essential operational
tasks in both normal and emergency situations.
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February 2002
HSC Chapter 18
18.3.2
The Administration shall specify an appropriate period of operational training for the master and each
member of the crew and, if necessary, the periods at which
appropriate retraining shall be carried out.
18.3.3
The Administration shall issue a type rating
certificate to the master and all officers having an operational role following an appropriate period of
operational/simulator training and on the conclusion of an
examination including practical test commensurate with the
operational tasks on board the particular type and model of
craft concerned and the route followed. The type rating
training shall cover at least the following items:
.1
knowledge of all on-board propulsion and
control systems, including communication and navigational
equipment, steering, electrical, hydraulic and pneumatic
systems and bilge and fire pumping;
.2
the failure mode of the control, steering and
propulsion systems and proper response to such failures;
.3
handling characteristics of the craft and the
limiting operational conditions;
.4
procedures;
bridge
communication
and
18.3.7
The Administration shall specify standards of
physical fitness and frequency of medical examinations,
having regard to the route and craft concerned.
18.3.8
The Administration of the country in which
the craft is to operate, if other than the flag State, shall be
satisfied with the training, experience and qualifications of
the master and each crew member. A valid certificate of
competency or a valid license appropriately endorsed, in
accordance with the provisions of the International Convention on Standards of Training. Certification and
Watchkeeping (STCW), 1978 as amended, held by the master or crew member, shall be acceptable as evidence of
satisfactory training and qualification to the Administration
of the country in which the craft is to operate.
18.4
.6
location and use of the craft's life-saving
appliances, including survival craft equipment;
.7
location and use of escapes in the craft and
the evacuation of passengers;
.8
location and use of fire protection and fireextinguishing appliances and systems in the event of fire on
board;
.9
location and use of damage control appliances and systems, including operation of watertight doors
and bilge pumps;
cargo and vehicle stowage and securing
.11
methods for control of and communication
with passengers in an emergency; and
.12
location and use of all other items listed in
the training manual.
18.3.4
The type rating certificate for a particular
type and model of craft should only be valid for service on
the route to be followed when it is so endorsed by the
Administration following the completion of a practical test
over that route.
February 2002
18.3.6
All crew members shall receive instructions
and training, as specified in 18.3.3.6 to 18.3.3.12.
navigation
.5
intact and damage stability and survivability
of the craft in damage condition;
.10
systems;
18.3.5
The type rating certificate shall be re-validated every two years and the Administration shall lay
down the procedures for re-validation.
Manning of survival craft and

supervision
The company and the master shall ensure that:

.1
a sufficient number of trained persons are on
board for mustering and assisting untrained persons;
.2
a sufficient number of crew members, who
may be deck officers or certificated persons, are on board
for operating the survival craft, rescue boats and launching
arrangements required for abandonment by the total
number of persons on board;
.3
a deck officer or certificated person is placed
in charge of each survival craft to be used recognizing,
however, that the Administration, having due regard to the
nature of the voyage, the number of persons on board and
the characteristics of the craft, may permit a deck officer,
certificated person or persons practised in the handling and
operation of liferafts to be placed in charge of each liferaft
or group of liferafts;
.4
the person in charge of survival craft has a
list of the survival craft crew and sees that those crew members are acquainted with their duties;
.5
every rescue boat and lifeboat has a person
assigned who is capable of operating the engine and carrying out minor adjustments; and
.6
the persons referred to in .1 to .3 are equitably distributed among the craft's survival craft.
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HSC Chapter 18
18.5
18.5.1
The company shall ensure that the emergency instructions and drills referred to in 18.5.1 to 18.5.10
are implemented, and the master shall be responsible for
the enforcement of these instructions and drills on board.
On or before departure, passengers shall be instructed in
the use of lifejackets and the action to be taken in an emergency. The attention of the passengers shall be drawn to the
emergency instructions required by 8.4.1 and 8.4.3.
18.5.2
Emergency fire and evacuation drills for the
crew shall be held on board the craft at intervals not
exceeding one week for passenger craft and one month for
cargo craft.
18.5.8
18.5.8.1
Evacuation drill scenarios shall vary each
week so that different emergency conditions are simulated.
18.5.8.2
18.5.4
On-board drills shall, as far as practicable, be
conducted to simulate an actual emergency. Such simulations shall include instruction and operation of the craft's
evacuation, fire and damage control appliances and
systems.
18.5.5
On-board instruction and operation of the
craft's evacuation, fire and damage control appliances and
systems shall include appropriate cross-training of crew
members.
.2
reporting to stations and preparing for the
duties described in the muster list;
18.5.7
Records
18.5.7.1
The date when musters are held, details of
abandon craft drills and fire drills, drills of other life-saving
appliances and on-board training shall be recorded in such
log-book as may be prescribed by the Administration. If a
full muster, drill or training session is not held at the
appointed time, an entry shall be made in the log-book stating the circumstances and the extent of the muster, drill or
training session held. A copy of such information shall be
forwarded to the operator's management.
18.5.7.2
The master shall ensure, before the craft
leaves the berth on any voyage, that a record is made of the
time of the last closing of the accesses referred to 2.2.4.2
and 2.2.4.3.
242
checking that crew are suitably dressed;
.4
donned;
checking
.5
liferafts;
operation of davits if any used for launching
that
lifejackets
are
correctly
.6
donning of immersion suits or thermal protective clothing by appropriate crew members;
.7
testing of emergency lighting for mustering
and abandonment; and
.8
giving instructions in the use of the craft's
life-saving appliances and in survival at sea.
18.5.8.3
18.5.6
Emergency instructions including a general
diagram of the craft showing the location of all exits, routes
of evacuation, assigned assembly stations, emergency
equipment, life-saving equipment and appliances and illustration of lifejacket donning shall be available to each
passenger and crew member in appropriate languages. It
shall be placed near each passenger and crew seat and conspicuously displayed at assembly stations and other
passenger spaces.
Each evacuation craft drill shall include:
.1
summoning of crew to assembly stations
with the alarm required by 8.2.2.2 and ensuring that they
are made aware of the order to abandon craft specified in
the muster list;
.3
18.5.3
Each member of each crew shall participate
in at least one evacuation, fire and damage control drill per
month.
Evacuation drills
Rescue boat drill
.1
As far as is reasonable and practicable, rescue boats shall be launched each month as part of the
evacuation drill, with their assigned crew aboard, and
manuvred in the water, in all cases this requirement shall
be complied with at least once every three months.
.2
If rescue boat launching drills are carried out
with the craft making headway, such drills shall, because of
the dangers involved, be practised in sheltered waters only
and under the supervision of an officer experienced in such
drills.
Note: Refer to the Guidelines on training for the purpose of launching lifeboats and rescue boats from ships making headway through
the water, adopted by the Organization by resolution A.624(15).
18.5.8.4
Individual instructions may cover different
parts of the craft's life-saving system, but all the craft's lifesaving equipment and appliances shall be covered within
any period of one month on passenger craft and two
months on cargo craft. Each member of the crew shall be
given instructions which shall include but not necessarily be
limited to:
.1
liferafts;
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operation and use of the craft's inflatable
February 2002
HSC Chapter 18
.2
problems of hypothermia, first-aid treatment
of hypothermia and other appropriate first-aid procedures;
and
.3
special instructions necessary for use of the
craft's life-saving appliances in severe weather and severe
sea conditions.
18.5.8.5
On-board training in the use of davitlaunched liferafts shall take place at intervals of not more
than four months on every craft fitted with such appliances.
Whenever practicable, this shall include the inflation and
lowering of a liferaft. This liferaft may be a special liferaft
intended for training purposes only, which is not part of the
craft's life-saving equipment. Such a special liferaft shall be
conspicuously marked.
18.5.9
Fire drills
Fire drill scenarios shall vary each week so

18.5.9.1
that emergency conditions are simulated for different craft
compartments.
18.5.9.2
.1
.6
operation of communication equipment,
emergency signals and general alarm;
.7
operation of fire-detection system; and
.8
instruction in the use of the craft's fire-fighting equipment and sprinkler, and drencher systems, if fitted.
18.5.10
Damage control drills
Damage control drill scenarios shall vary

18.5.10.1
each week so that emergency conditions are simulated for
different damage conditions.
18.5.10.2
Each damage control drill shall include:
.1
stations;
summoning of crew to damage control
.3
operation of watertight doors and other
watertight closures;
summoning of crew to fire stations;
.2
.3
donning of firefighter's outfits;
.4
operation of fire doors and fire dampers;
18.6
operation of fire pumps and fire-fighting
.2
Each fire drill shall include:
Part B
.5
equipment;
.4
operation of bilge pumps and testing of bilge
alarms and automatic bilge pump starting systems; and
.5
instruction in damage survey, use of the craft
damage control systems and passenger control in the event
of an emergency.
18.7
18.6.1
The company shall ensure that the type rating training is implemented. For all crew members, the type
rating training shall cover the control and evacuation of passengers additionally to 18.3.5.
Emergency instructions and

drills
18.7.1
The company shall ensure that the emergency instructions are implemented, and the master shall be
responsible for communicating the provisions of the emergency instructions to passenger upon boarding.
18.6.2
When a craft carries cargoes, the craft shall
comply with the requirements of part C of this chapter in
addition to this part.
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HSC Chapter 18
Part C
18.8
The company shall ensure that type rating training is implemented as provided in 18.3. For all crew members, the type
rating training shall cover knowledge of cargo and vehicles
storage area securement systems.
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HSC Chapter 19
CHAPTER 19
INSPECTION AND MAINTENANCE REQUIREMENTS
19.1
The Administration shall be satisfied with the
operator's organization or any organization on which he
may call in the maintenance of his craft and shall specify the
scope of the duties which any part of the organization may
carry out, having regard to the number and competence of
its staff, facilities available, arrangements for calling on specialist assistance should it be necessary, record-keeping,
communication and allocation of responsibilities.
.4
appropriate arrangements shall be provided
for informing the master of the serviceability state of his
craft and its equipment;
.5
the duties of the operating crew in respect of
maintenance and repairs and the procedure for obtaining
assistance with repairs when the craft is away from the base
port shall be clearly defined;
19.2
The craft and equipment shall be maintained
to the satisfaction of the Administration; in particular:
.6
the master shall report to the maintenance
organization any defects and repairs which are known to
have occurred during operations;
.1
routine preventive inspection and maintenance shall be performed to a schedule approved by the
Administration, which shall have regard at least in the first
instance to the manufacturer's schedule;
.7
records of defects and their correction shall
be maintained and those defects of recurrent nature, or
those which adversely affect craft or personal safety, shall
be reported to the Administration.
.2
in the performance of maintenance tasks,
due regard shall be paid to maintenance manuals, service
bulletins acceptable to the Administration and to any additional instructions of the Administration in this respect;
C19.2
It is the Owner's responsibility to apply to
the Society concerning any modification, damage or repair
affecting the class of the ship.
.3
all modifications shall be recorded and their
safety aspects investigated. Where it could have any effect
on safety, the modification, together with its installation,
shall be to the satisfaction of the Administration;
19.3
The Administration shall be satisfied that
arrangements are provided for ensuring adequate inspection, maintenance and recording of all life-saving appliances
and distress signals carried.
February 2002
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HSC Annex 1
ANNEX 1
FORM OF HIGH-SPEED CRAFT SAFETY CERTIFICATE

AND RECORD OF EQUIPMENT
HIGH - SPEED CRAFT SAFETY CERTIFICATE

This Certificate shall be supplemented by a Record of Equipment
(Official seal)
(State)
Issued under the provisions of the
INTERNATIONAL CODE OF SAFETY FOR HIGH-SPEED CRAFT, 2000

(resolution MSC.97(73))
under the authority of the Government of
......................................................................................................................................
(full designation of the State)
by ...............................................................................................................................
(full official designation of the competent person or
organization authorized by the Administration)
Particulars of craft 1
Name of craft .........................................................................................................................................................................
Manufacturers model and hull number .................................................................................................................................
Distinctive number of letters ...................................................................................................................................................
IMO number 2 .......................................................................................................................................................................
Port of registry.........................................................................................................................................................................
Gross tonnage.........................................................................................................................................................................
Sea areas in which the craft is certified to operate (paragraph 14.2.1) ....................................................................................
Design waterline corresponding to a height of .................. below the reference line at the longitudinal centre of flotation, and
draughts at the draught marks of .................. forward and .................. aft.
1. Alternatively, the particulars of the craft may be placed horizontally in boxes.
2. In accordance with the IMO ship identification number scheme, adopted by the Organization by resolution A.600(15).
246
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HSC Annex 1
The upper edge of the reference line is .................. at

(................. mm below uppermost deck at side) 1
(................. mm above the underside of keel) 1 at longitudinal centre of flotation.
Category
category A passenger craft / category B passenger craft / cargo craft1
Craft type
air-cushion vehicle/surface- effect ship/hydrofoil/monohull/multihull/ other

(give detail ................................................................................................... )1
Date on which keel was laid or craft was at

a similar stage of construction or on which
a major conversion was commenced .....................................................................................................................................
THIS IS TO CERTIFY
1
That the above-mentioned craft has been duly surveyed in accordance with the applicable provisions of the International
Code of Safety for High Speed Craft, 2000.
That the survey showed that the structure, equipment, fittings, radio station arrangements and materials of the craft and
the condition thereof are in all respects satisfactory and that the craft complies with the relevant provisions of the Code.
That the life-saving appliances are provided for a total number of persons and no more as follows:
...............................................................................................................................................................................................
...............................................................................................................................................................................................
4
That, in accordance with 1.11 of the Code, the following equivalents have been granted in respect of the craft:
paragraph ....................................................... equivalent arrangement ................................................................................

......................................................
...........................................................................
This certificate is valid until2 ...................................................................................................................................................

Issued at .................................................................................................................................................................................
(Place of issue of the certificate)
....................................
(Date of issue)
.....................................................................................................................
(Signature of authorized official issuing the certificate)
.....................................................................................................................
(Seal or stamp of the issuing authority, as appropriate)
1. Delete as appropriate.
2. Insert the date of expiry as specified by the Administration in accordance with 1.8.4 of the Code. The day and the month of this
date correspond to the anniversary date as defined in 1.4.3 of the Code, unless amended in accordance with 1.8.12.1 of the
Code.
February 2002
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247
HSC Annex 1
Endorsement for periodical surveys
This is to certify that, at a survey required by 1.5 of the Code, this craft was found to comply with the relevant provisions of the
Code.
Periodical survey:
Signed:..........................................................................................................
.....................................................................................................................
(Signature of authorized official)
Place:............................................................................................................
Date: ............................................................................................................
.....................................................................................................................
(Seal or stamp of Authority, as appropriate)
Periodical survey:
Signed:..........................................................................................................
.....................................................................................................................
Place:............................................................................................................
Date: ............................................................................................................
.....................................................................................................................
Periodical survey:
Signed:..........................................................................................................
.....................................................................................................................
Place:............................................................................................................
Date: ............................................................................................................
.....................................................................................................................
Periodical survey:
Signed:..........................................................................................................
.....................................................................................................................
Place:............................................................................................................
Date: ............................................................................................................
.....................................................................................................................
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HSC Annex 1
Endorsement to extend the Certificate if valid for less than 5 years where 1.8.8 of the Code applies
This craft complies with the relevant requirements of the Code, and this Certificate shall, in accordance with 1.8.8 of the Code,
be accepted as valid until ............................... ......................................................................................................................
Signed: .........................................................................................................
Place: ...........................................................................................................
Date: ...........................................................................................................
.....................................................................................................................
Endorsement where the renewal survey has been completed and 1.8.9 of the Code applies
This craft complies with the relevant requirements of the Code, and this Certificate shall, in accordance with 1.8.9 of the Code,
be accepted as valid until ......................................................................................................................................................
Signed: .........................................................................................................
Place: ...........................................................................................................
Date: ...........................................................................................................
.....................................................................................................................
Endorsement to extend the validity of the Certificate until reaching the port of survey where 1.8.10 of the Code applies
This Certificate shall, in accordance with 1.8.10 of the Code, be accepted as valid until ........................................................
Signed: ........................................................................................................
Place: ...........................................................................................................
Date: ...........................................................................................................
.....................................................................................................................
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HSC Annex 1
Endorsement for the advancement of the anniversary date where 1.8.12 of the Code applies
In accordance with 1.8.12 of the Code, the new anniversary date is
Signed:..........................................................................................................
Place:............................................................................................................
Date: ............................................................................................................
.....................................................................................................................
In accordance with 1.8.13 of the Code, the new anniversary date is ......................................................................................
Signed:..........................................................................................................
Place:............................................................................................................
Date: ............................................................................................................
.....................................................................................................................
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HSC Annex 1
RECORD OF EQUIPMENT FOR

HIGH-SPEED CRAFT SAFETY CERTIFICATE
This Record shall be permanently attached to the
High-Speed Craft Safety Certificate
RECORD OF EQUIPMENT FOR COMPLIANCE WITH THE
INTERNATIONAL CODE OF SAFETY
FOR HIGH-SPEED CRAFT, 2000
1 Particulars of craft
Name of craft ........................................................................................................................................................................
Manufacturers model and hull number .................................................................................................................................
Distinctive number of letters ........................... ......................................................................................................................
IMO Number1 .......................................................................................................................................................................
Category:
category A passenger craft / category B passenger craft / cargo craft2
Craft type:
air-cushion vehicle / surface effect ship / hydrofoil / monohull / multihull / other

(give detail.................................................................................................... )2
Number of passengers for which certified
.....................................................................................................................
Minimum number of persons with the required qualifications to operate the radio installations ..............................................
1. In accordance with the IMO ship identification number scheme adopted by the Organization by resolution A.600(15)
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HSC Annex 1
2 Details of life-saving appliances

1
Total number of persons for which life-saving appliances are provided
Total number of lifeboats
2.1
Total number of persons accommodated by them
2.2
Number of partially enclosed lifeboats complying with section 4.5 of the LSA Code
2.3
Number of totally enclosed lifeboats complying with sections 4.6 and 4.7 of the LSA Code
2.4
Other lifeboats
2.4.1 Number
2.4.2 Type
252
Number of rescue boats
3.1
Number of rescue boats which are included in the total lifeboats shown above
Liferafts complying with sections 4.1 to 4.3 of the LSA Code for which suitable means of
launching are provided
4.1
Number of liferafts
4.2
Number of persons accommodated by them
Open reversible liferafts (Annex 11 of the Code)
5.1
Number of liferafts
5.2
Number of persons accommodated by them
Number of Marine Evacuation System (MES)
6.1
Number of persons served by them
Number of lifebuoys
Number of lifejackets
8.1
Number suitable for adults
8.2
Number suitable for children
Immersion suits
9.1
Total number
9.2
Number of suits complying with the requirements for lifejackets
10
Number of anti-exposure suits
10.1
Total number
10.2
Number of suits complying with the requirements for lifejackets
11
Radio installations used in life-saving appliances
11.1
Number of radar transponders
11.2
Number of two-way VHF radiotelephone apparatus
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HSC Annex 1
3 Details of navigational systems and equipment
1.1
Magnetic compass
1.2
Transmitting heading device (THD)
1.3
Gyro-compass
Speed and distance measuring device
4.1
9 GHz radar
4.2
Second radar (3 GHz/9 GHz1)
4.3
Automatic radar plotting aid (ARPA)/ Automatic tracking aid (ATA)1
Receiver for global navigation satellite system/ Terrestrial navigation system/ Other means of
position fixing 1, 2
6.1
Rate of turn indicator
6.2
Rudder angle indicator/Direction of steering thrust indicator1
7.1
Nautical charts/Electronic Chart Display and Information System (ECDIS)1
7.2
Back-up arrangements for ECDIS
7.3
Nautical publications
7.4
Back-up arrangement for nautical publications
Search light
Daylight signalling lamp
10
11
Means to show the mode of the propulsion systems
12
Automatic steering aid (Automatic pilot)
13
Radar reflector/ Other means1,2
14
15
Automatic identification system (AIS)
16
Voyage data recorder (VDR)
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253
HSC Annex 1
4 Details of radio facilities
Item
Actual provision
Primary systems
1.1
VHF radio installation:
1.1.1 DSC encoder

1.1.2 DSC watch receiver
1.1.3 Radiotelephony
1.2
MF radio installation:
1.2.1 DSC encoder

1.3
MF/HF radio installation:
1.3.1 DSC encoder

1.3.4 Direct-printing radiotelegraphy
254
1.4
INMARSAT ship earth station
Secondary means of alerting
Facilities for reception of maritime safety information
3.1
NAVTEX receiver
3.2
EGC receiver
3.3
HF direct-printing radiotelegraph receiver
Satellite EPIRB
4.1
COSPAS-SARSAT
4.2
INMARSAT
VHF EPIRB
Ships radar transponder
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February 2002
HSC Annex 1
Methods used to ensure availability or radio facilities

(paragraphs 14.15.6, 14.15.7 and 14.15.8 of the Code)
5.1 Duplication of equipment ................................................................................................................................................

5.2 Shore-based maintenance ................................................................................................................................................
5.3 At-sea maintenance capability .........................................................................................................................................
THIS IS TO CERTIFY that this Record is correct in all respects
Issued at .........................................................................................................................................
(Place of issue of Record)
......................................................................
(Date of issue)
..................................................................................
(Signature of duly authorized official
issuing the record)
....................................................................................................................
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HSC Annex 2
ANNEX 2
FORM OF PERMIT TO OPERATE HIGH-SPEED CRAFT
PERMIT TO OPERATE HIGH-SPEED CRAFT

Issued under the provision of the
INTERNATIONAL CODE OF SAFETY FOR HIGH-SPEED CRAFT, 2000

(resolution MSC.97(73))
Name of craft............................................................................................................................
Manufacturers model and hull number ....................................................................................
Distinctive number of letters .....................................................................................................
IMO number1 ...........................................................................................................................
Port of registry ..........................................................................................................................
Category of craft
Name of operator .....................................................................................................................
Areas or routes of operation ......................................................................................................
category A passenger craft / category B passenger

craft / cargo craft2
.................................................................................................................................................
.................................................................................................................................................
9
Base port(s) ..............................................................................................................................
10
Maximum distance from place of refuge....................................................................................

.................................................................................................................................................
11
Number of:
.1 passengers maximum permitted ..........................................................................................
.2 manning scale required ........................................................................................................
1. In accordance with the IMO ship identification number scheme, adopted by the Organization by resolution A.600(15).
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HSC Annex 2
12
Worst intended conditions ........................................................................................................

.................................................................................................................................................
.................................................................................................................................................
13
Other operational restrictions....................................................................................................
This permit confirms that the service mentioned above has been found to be in accordance with the general requirements of 1.2.2 to 1.2.7 of the Code.
THIS PERMIT is issued under the authority of the Government of ........................................................

.............................................................................................................................................................
THIS PERMIT is valid until ....................................................................................................................

subject to the High-Speed Craft Safety Certificate remaining valid
Issued at .....................................................................
(Place of issue of permit)
............................................
..................................................................
(Date of issue)
(Signature of duly authorized official

issuing the permit)
..........................................................................................
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HSC Annex 3
ANNEX 3
USE OF PROBABILITY CONCEPT
General
.2
system;
1.1
Absolute safety cannot be achieved in any
human activity. Naturally, this fact shall be taken into
account in developing safety requirements, which means
that requirements shall not imply that safety is absolute. In
the case of traditional craft, it has frequently been possible
to specify certain aspects of design or construction in some
detail, in a way which was consistent with some level of risk
which had over the years been intuitively accepted without
having to be defined.
1.2
For high-speed craft, however, it would often
be too restrictive to include engineering specifications into
the Code. Requirements therefore need to be written
(where this question arises) in the sense of the Administration shall be satisfied on the basis of tests, investigations
and past experience that the probability of is (acceptably low). Since different undesirable events may be
regarded as having different general orders of acceptable
probability (e.g. temporary impairment of propulsion as
compared with an uncontrollable fire), it is convenient to
agree on a series of standardized expressions which can be
used to convey the relative acceptable probabilities of various incidents, i.e. to perform a qualitative ranking process.
A vocabulary is given below which is intended to ensure
consistency between various requirements, where it is necessary to describe the level of risk which shall not be
exceeded.
Terms associated with

probabilities
Occurrences
2.1.1
Occurrence is a condition involving a
potential lowering of the level of safety.
2.1.2
Failure is an occurrence in which a part, or
parts, of the craft fail or malfunction, e.g. runaway. A failure
includes:
.1
258
a single failure;
.3
independent failures in combinations involving more than one system, taking into account:
.3.1 any undetected failure that is already present;
.3.2 such further failures (see note) as would be reasonably expected to follow the failure under
consideration; and
.4
common cause failure (failure of more than
one component or system due to the same cause).
Note: In assessing the further failures which follow, account shall
be taken of any resulting more sever operating conditions for items
that have not up to that time failed.
2.1.3
Event is an occurrence which has its origin
outside the craft (e.g. waves).
2.1.4
Error is an occurrence arising as a result of
incorrect action by the operating crew or maintenance
personnel.
2.2
Probability of occurrences
2.2.1
Frequent is one which is likely to occur
often during the operational life of a particular craft.
2.2.2
Reasonably probable is one which is
unlikely to occur often but which may occur several times
during the total operational life of a particular craft.
Different undesirable events may have different orders of

acceptable probability. in connection with this, it is convenient to agree on standardized expressions to be used to
convey the relatively acceptable probabilities of various
occurrences, i.e. to perform a qualitative ranking process.
2.1
independent failures in combination within a
2.2.3
Recurrent is a term embracing the total
range of frequent and reasonably probable.
2.2.4
Remote is one which is unlikely to occur to
every craft but may occur to a few craft of a type over the
total operational life of a number of craft of the same type.
2.2.5
Extremely remote is one which is unlikely
to occur when considering the total operational life of a
number of craft of the type, but nevertheless shall be considered as being possible.
2.2.6
Extremely improbable is one which is so
extremely remote that it shall not be considered as possible
to occur.
Bureau Veritas
February 2002
HSC Annex 3
2.3
Effects
2.3.1
occurrence.
Effect is a situation arising as a result of an
.1
a dangerous increase in the operational
duties of the crew or in their difficulty in performing their
duties of such magnitude that they cannot reasonably be
expected to cope with them and will probably require outside assistance; or
2.3.2
Minor effect is an effect which may arise
from a failure, an event, or an error, as defined in 2.1.2,
2.1.3, 2.1.4, which can be readily compensated for by the
operating crew. It may involve:
.1
a small increase in the operational duties of
the crew or in their difficulty in performing their duties; or
.2
teristics; or
Hazardous effect is an effect which
2.3.4
produces:
a moderate degradation in handling charac-
.3
slight modification of the permissible operating conditions.
.2
teristics; or
dangerous degradation of handling charac-
.3
craft; or
dangerous degradation of the strength of the
.4
pants; or
marginal conditions for, or injury to, occu-
.5
operations.
an
essential
need
for
outside
rescue
Major effect is an effect which produces:
2.3.3
.1
a significant increase in the operational
duties of the crew or in their difficulty in performing their
duties which by itself shall not be outside the capability of a
competent crew provided that another major effect does
not occur at the same time; or
2.3.5
Catastrophic effect is an effect which
results in the loss of the craft and/or in fatalities.
significant degradation in handling character-
Safety level is a numerical value characterizing the relationship between craft performance represented as
horizontal single-amplitude acceleration (g) and the severity
of acceleration-load effects on standing and sitting humans.
The safety levels and the corresponding severity of effects
on passengers and safety criteria for craft performance shall
be as defined in Table 1.
.2
istics; or
2.4
.3
significant modification of the permissible
operating conditions, but will not remove the capability to
complete a safe journey without demanding more than normal skill on the part of the operating crew.
Safety level
Table 1
Effect
Criteria not to be exceeded

Type of load
LEVEL 1
MINOR EFFECT
Moderate degradation of
safety
Maximum acceleration
measured horizontally (1)
LEVEL 2
MAJOR EFFECT
Significant degradation
of safety
Maximum acceleration
measured horizontally (1)
LEVEL 3
HAZARDOUS EFFECT
Major degradation of
safety
Collision design condition

calculated
Maximum structural design
load, based on vertical acceleration at centre of gravity
Comments
Value
0.20 g
0.35 g
0.08 g
Elderly person will keep balance when holding
0.15 g
Mean person will keep balance when holding
0.15 g
Sitting person will start holding
0.25 g
Maximum load for mean person keeping

balance when holding
0.45 g
Mean person falls out of seat when not wearing

seat belts
Ref. 4.3.3
Risk of injury to passengers; safe emergency operation after

collision
Ref. 4.3.1
1.0 g
LEVEL 4
CATASTROPHIC EFFECT
Degradation of passenger safety
Loss of craft or/and fatalities
(1) The accelerometers used shall have an accuracy of at least 5% full scale and shall not have a frequency response of less than
20Hz. The sampling frequency should not be less than 5 times the maximum frequency response. Anti-aliasing filters, if used, should
have a passband equal to the frequency response.
g
February 2002
gravity acceleration (9.81 m/s2).
Bureau Veritas
259
HSC Annex 3
Numerical values
Table 2
Where numerical probabilities are used in assessing compliance with requirements using the terms similar to those
given above, the following approximate values may be used
as guidelines to assist in providing a common point of reference. The probabilities quoted shall be on an hourly or perjourney basis, depending on which is more appropriate to
the assessment in question.
Frequent
More than 10-3
Reasonably probable
10-3 to 10-5
Remote
10-5 to 10-7
Extremely remote
10-7 to 10-9
Extremely improbable
Whilst no approximate numerical

probability is given for this, the figures used shall be substantially
less than 10-9
Note: Different occurrences may have different acceptable probabilities, according to the severity of their consequences (see Table 3).
260
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February 2002
February 2002
Bureau Veritas
10
-0
Normal
10
-1
(1) United States Federal Aviation Regulations

(2) European Joint Airworthiness Regulations
Category of Effect
JAR-252 Probability
F.A.R. Probability
(reference only)
Effect on Craft and

Occupants
Safety Level
10
-2
Frequent
Minor
Probable
Probable
Nuisance
10
-3
10
-4
Reasonably
Probable
Operating
limitations
Table 3
10
-5
-6
Major
10
Remote
-7
Improbable
10
-8
Hazardous
10
Extremely
Remote
10
Large reduction in
safety margins; crew
over-burden because
of workload or
environmental
conditions; serious
injury to a small number
of occupants.
Improbable
Emergency
procedures;
significant reduction
in safety margins;
difficult for crew
to cope with
adverse conditions;
passenger injuries.
-9
Catastrophic
Extremely
Improbable
Extremely
Improbable
Deaths, usually with

loss of craft.
HSC Annex 3
261
HSC Annex 4
ANNEX 4
C0
PROCEDURES FOR FAILURE MODE AND EFFECTS

ANALYSIS
Document to be submitted
against by system or equipment redundancy unless the

probability of such failure is extremely improbable (refer to
section 13). For failure modes causing hazardous effects,
corrective measures may be accepted in lieu. A test programme shall be drawn to confirm the conclusions of
FMEA.
FMEA report, including FMEA worksheets.
Introduction
1.1
In the case of traditional craft, it has been
possible to specify certain aspects of design or construction
in some level of detail, in a way which was consistent with
some level of risk which had over the years been intuitively
accepted without having to be defined.
1.2
With the development of large high-speed
craft, this required experience has not been widely available. However, with the now broad acceptance of the
probabilistic approach to safety assessments within industry
as a whole, it is proposed that an analysis of failure performance may be used to assist in the assessment of the safety of
operation of high-speed craft.
1.3
A practical, realistic and documented assessment of the failure characteristics of the craft and its
component systems shall be undertaken with the aim of
defining and studying the important failure conditions that
may exist.
1.4
This annex describes a failure mode and
effects analysis (FMEA) and gives guidance as to how it may
be applied by:
.1
explaining basic principles;
.2
providing the procedural steps necessary to
perform an analysis;
1.6
Whilst FMEA is suggested as one of the most
flexible analysis techniques, it is accepted that there are
other methods which may be used and which in certain circumstances may offer an equally comprehensive insight
into particular failure characteristics.
Objectives
2.1
The primary objective of FMEA is to provide
a comprehensive, systematic and documented investigation
which establishes the important failure conditions of the
craft and assesses their significance with regard to the safety
of the craft, its occupants and the environment.
2.2
are to:
The main aims of undertaking the analysis
.1
provide the Administration with the results of
a study into the craft's failure characteristics so as to assist in
an assessment of the levels of safety proposed for the craft's
operation;
.2
provide craft operators with date to generate
comprehensive training, operational and maintenance programmes and documentation; and
.3
provide craft and system designers with data
to audit their proposed designs.
.3
identifying appropriate terms, assumptions,
measures and failure modes; and
.4
worksheets.
providing
examples
of
the
necessary
1.5
FMEA for high-speed craft is based on a single-failure concept under which each system at various
levels of a system's functional hierarchy is assumed to fail by
one probable cause at a time. The effects of the postulated
failure are analysed and classified according to their severity. Such effects may include secondary failures (or multiple
failures) at other level(s). Any failure mode which may
cause a catastrophic effect to the craft shall be guarded
262
Scope of application
3.1
FMEA shall be conducted for each highspeed craft, before its entry into service, in respect of the
systems as required under the provisions of 5.2, 9.1.10,
12.1.1 and 16.2.6 of this Code.
3.2
For craft of the same design and having the
same equipment, one FMEA on the lead craft will be sufficient, but each of the craft shall be subject to the same
FMEA conclusion trials.
Bureau Veritas
February 2002
HSC Annex 4
System failure mode and effects

analysis
4.1
Before proceeding with a detailed FMEA into
the effects of the failure of the system elements on the system functional output it is necessary to perform a functional
failure analysis of the craft's important systems. In this way
only systems which fail the functional failure analysis need
to be investigated by a more detailed FMEA.
4.2
When conducting a system FMEA the following typical operational modes within the normal design
environmental conditions of the craft shall be considered:
.1
manoeuvring alongside.
.2
output;
complete loss of function;

rapid change to maximum or minimum
.3
uncontrolled or varying output;
.4
premature operation;
.5
failure to operate at a prescribed time; and
.6
time.
The probability and effects of operator error to bring in the

redundant system shall also be considered.
Equipment failure mode and

effects analysis
The systems to be subject to a more detailed FMEA investigation at this stage shall include all those that have failed the
system FMEA and may include those that have a very
important influence on the safety of the craft and its occupants and which require an investigation at a deeper level
than that undertaken in the system functional failure analysis. These systems are often those which have been
specifically designed or adapted for the craft, such as the
craft's electrical and hydraulic systems.
Procedures
The following steps are necessary to perform FMEA:
failure to cease operation at a prescribed
Depending on the system under consideration, other failure

modes may have to be taken into account.
4.4
If a system can fail without any hazardous or
catastrophic effect, there is no need to conduct a detailed
FMEA into the system architecture. For systems whose individual failure can cause hazardous or catastrophic effects
and where a redundant system is not provided, a detailed
FMEA as described in the following paragraphs shall be followed. Results of the system functional failure analysis shall
be documented and confirmed by a practical test programme drawn up from the analysis.
4.5
Where a system, the failure of which may
cause a hazardous or catastrophic effect, is provided with a
redundant system, a detailed FMEA may not be required
provided that:
February 2002
.3
the redundant system may share the same
power source as the system. In such case an alternative
power source shall be readily available with regard to the
requirement of .1.
4.3
The functional interdependence of these systems shall also be described in either block diagrams or
fault-tree diagrams or in a narrative format to enable the failure effects to be understood. As far as applicable, each of
the systems to be analysed is assumed to fail in the following
failure modes:
.1
.2
the redundant system is completely independent from the system and does not share any common
system element the failure of which would cause failure of
both the system and the redundant system. Common system element may be acceptable if the probability of failure
complies with section 13; and
normal seagoing conditions at full speed;
.2
maximum permitted operating speed in congested waters; and
.3
.1
the redundant system can be put into operation or can take over the failed system within the time-limit
dictated by the most onerous operational mode in 4.2 without hazarding the craft;
.1
to define the system to be analysed;
.2
to illustrate the interrelationships of functional elements of the system by means of block diagrams;
.3
to identify all potential failure modes and
their causes;
.4
to evaluate the effects on the system of each
failure mode;
.5
to identify failure detection methods;
.6
to identify corrective measures for failure modes;
.7
to assess the probability of failures causing
hazardous or catastrophic effects, where applicable;
.8
to document the analysis;
.9
to develop a test programme;
.10
to prepare FMEA report.
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263
HSC Annex 4
System definition
The first step in an FMEA study is a detailed study of the system to be analysed through the use of drawings and
equipment manuals. A narrative description of the system
and its functional requirements shall be drawn up including
the following information:
.1
structure;
general description of system operation and
.2
elements;
functional relationship among the system
.3
acceptable functional performance limits of
the system and its constituent elements in each of the typical operational modes; and
.4
system constraints.
Development of system block

diagrams
8.1
The next step is to develop block diagram(s)
showing the functional flow sequence of the system, both
for technical understanding of the functions and operation
of the system and for the subsequent analysis. As a minimum the block diagram shall contain:
tial failure modes can be thus identified and described.

Thus, for example, a power supply may have a failure mode
described as loss of output (29), and a failure cause
open (electrical) (31).
9.2
A failure mode in a system element could
also be the failure cause of a system failure. For example,
the hydraulic line of a steering gear system might have a failure mode of external leakage (10). This failure mode of
the hydraulic line could become a failure cause of the steering gear system's failure mode loss of output (29).
9.3
Each system shall be considered in a topdown approach, starting from the system's functional output, and failure shall be assumed by one possible cause at a
time. Since a failure mode may have more than one cause,
all potential independent causes for each failure mode shall
be identified.
9.4
If major systems can fail without any adverse
effect there is no need to consider them further unless the
failure can go undetected by an operator. To decide that
there is no adverse effect does not mean just the identification of system redundancy. The redundancy shall be shown
to be immediately effective or brought on line with negligible time lag. In addition, if the sequence is:
failurealarmoperator actionstart of back upback up in
service,
the effects of delay shall be considered.
.1
breakdown of the system into major sub-systems or equipment;
.2
all appropriate labelled inputs and outputs
and identification numbers by which each sub-system is
consistently referenced; and
.3
all redundancies, alternative signal paths and
other engineering features which provide fail-safe
measures.
An example of a system block diagram is given at

Appendix 1.
8.2
It may be necessary to have a different set of
block diagrams prepared for each operational mode.
Identification of failure modes,

causes and effects
9.1
Failure mode is the manner by which a failure is observed. It generally describes the way the failure
occurs and its impact on the equipment or system. As an
example, a list of failure modes is given in table 1. The failure modes listed in table 1 can describe the failure of any
system element in sufficiently specific terms. When used in
conjunction with performance specifications governing the
inputs and outputs on the system block diagram, all poten-
264
10
Failure effects
10.1
The consequence of a failure mode on the
operation, function, or status of an equipment or a system is
called a failure effect. Failure effects on a specific sub-system or equipment under consideration are called local
failure effects. The evaluation of local failure effects will
help to determine the effectiveness of any redundant equipment or corrective action at that system level. In certain
instances, there may not be a local effect beyond the failure
mode itself.
10.2
The impact of an equipment or sub-system
failure on the system output (system function) is called an
end effect. End effects shall be evaluated and their severity classified in accordance with the following categories:
.1
catastrophic;
.2
hazardous;
.3
major; and
.4
minor.
The definitions of these four categories of failure effects are

given in 2.3 of annex 3 of this Code.
Bureau Veritas
February 2002
HSC Annex 4
10.3
If the end effect of a failure is classified as
hazardous or catastrophic, back-up equipment is usually
required to prevent or minimize such effect. For hazardous
failure effects corrective operational procedures may be
accepted.
11
Failure detection
11.1
The FMEA study in general only analyses failure effects based on a single failure in the system and
therefore a failure detection means, such as visual or audible warning devices, automatic sensing devices, sensing
instrumentation or other unique indications shall be
identified.
11.2
Where the system element failure is nondetectable (i.e. a hidden fault or any failure which does not
give any visual or audible indication to the operator) and
the system can continue with its specific operation, the
analysis shall be extended to determine the effects of a second failure, which in combination with the first
undetectable failure may result in a more severe failure
effect, e.g., hazardous or catastrophic effect.
error shall be considered, if the corrective action or the initiation of the redundancy requires operator input, when
evaluating the means to eliminate the local failure effects.
12.4
It shall be noted that corrective responses
acceptable in one operational mode may not be acceptable
at another, e.g., a redundant system element with considerable time lag to be brought into line, while meeting the
operational mode normal seagoing conditions at full
speed may result in a catastrophic effect in another operational mode, e.g., maximum permitted operating speed in
congested water.
13
Use of probability concept
13.1
If corrective measures or redundancy as
described in preceding paragraphs are not provided for any
failure, as an alternative the probability of occurrence of
such failure shall meet the following criteria of acceptance:
.1
a failure mode which results in a catastrophic
effect shall be assessed to be extremely improbable;
.2
a failure mode assessed as extremely remote
shall not result in worse than hazardous effects; and
12
Corrective measures
12.1
The response of any back-up equipment, or
any corrective action initiated at a given system level to prevent or reduce the effect of the failure mode of a system
element or equipment, shall also be identified and
evaluated.
12.2
Provisions which are features of the design at
any system level to nullify the effects of a malfunction or failure, such as controlling or deactivating system elements to
halt generation or propagation of failure effects, or activating back-up or standby items or systems, shall be described.
Corrective design provisions include:
.3
a failure mode assessed as either frequent or
reasonably probable shall not result in worse than minor
effects.
13.2
Numerical values for various levels of probabilities are laid down in section 3 of annex 3 of this Code. In
areas where there are no data from craft to determine the
level of probabilities of failure other sources can be used
such as:
.1
.2
history of reliability used in other areas under
similar operating conditions, or
redundancies that allow continued and safe
.3
.2
safety devices, monitoring or alarm provisions, which permit restricted operation or limit damage;
and
14
.1
operation;
workshop test, or
mathematical model if applicable.
Documentation
alternative modes of operation.
14.1
It is helpful to perform FMEA on worksheet(s) as shown in appendix 2.
12.3
Provisions which require operator action to
circumvent or mitigate the effects of the postulated failure
shall be described. The possibility and effect of operator
14.2
The worksheet(s) shall be organized to first
display the highest system level and then proceed down
through decreasing system levels.
.3
February 2002
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265
HSC Annex 4
Test programme
15
for any unrevealed failure modes identified in the failure

analysis; and
15.1
An FMEA test programme shall be drawn up
to prove the conclusions of FMEA. It is recommended that
the test programme shall include all systems or system elements whose failure would lead to:
.1
major or more severe effects;
.2
restricted operations; and
.3
the effects of the main failure modes as prescribed in the theoretical analysis.
15.3
The FMEA tests on board shall be conducted
in conjunction with provisions specified in 5.3, 16.4 and
17.4 of this Code, before the craft enters into service.
.3
any other corrective action.
For equipment where failure cannot be easily simulated on
the craft, the results of other tests can be used to determine
the effects and influences on the systems and craft.
15.2
into:
16
FMEA Report
The FMEA report shall be a self-contained document with a

full description of the craft, its systems and their functions
and the proposed operation and environmental conditions
for the failure modes, causes and effects to be understood
without any need to refer to other plans and documents not
in the report. The analysis assumptions and system block
diagrams shall be included, where appropriate. The report
shall contain a summary of conclusions and recommendations for each of the systems analysed in the system failure
analysis and the equipment failure analysis. It shall also list
all probable failures and their probability of failure, where
applicable, the corrective actions or operational restrictions
for each system in each of the operational modes under
analysis. The report shall contain the test programme, reference any other test reports and the FMEA trials.
The trials shall also include investigations
.1
the layout of control stations with particular
regard to the relative positioning of switches and other control devices to ensure a low potential for inadvertent and
incorrect crew action, particularly during emergencies, and
the provision of interlocks to prevent inadvertent operation
for important system operation;
.2
the existence and quality of the craft's operational documentation with particular regard to the prevoyage checklists. It is essential that these checks account
Table 1 - Example of a set of failure modes

1
Structural failure (rupture)
18
False actuation
Physical binding or jamming
19
Fails to stop
Vibration
20
Fails to start
Fails to remain (in position)
21
Fails to switch
Fails to open
22
Premature operation
Fails to close
23
Delayed operation
Fails open
24
Erroneous input (increased)
Fails closed
25
Erroneous input (decreased)
Internal leakage
26
Erroneous output (increased)
10
External leakage
27
Erroneous output (decreased)
11
Fails out of tolerance (high)
28
Loss of input
12
Fails out of tolerance (low)
29
Loss of output
13
Inadvertent operation
30
Shorted (electrical)
14
Intermittent operation
31
Open (electrical)
15
Erratic operation
32
Leakage (electrical)
16
Erroneous indication
33
17
Restricted flow
Other unique failure conditions as applicable to the system

characteristics, requirements and operational constraints
Refer to IEC Publication: IEC 812 (1985), Analysis techniques for system reliabilityprocedure for failure mode and effects analysis
(FMEA).
266
Bureau Veritas
February 2002
HSC Annex 4
Appendix 1 - Example of a system block diagram

Steering control system
.................................
Date: ......................................
Analyst:
Backup system
EP
Steering control
lever mode 2
(S2)
EP
EP
Steering control
lever mode 1
(S1)
Steering backup
lever
(B1)
EP
Indication
(11)
ES
ES
EP
ES
Mode
selector
(S3)
ES
EP
ES
Change-over
control
(B2)
EP
Indication
controller
(12)
ES
ES
EP
ES
Steering control
processing unit
(S4)
HP
EP
Feedback
(S6)
Rudder
(S5)
MS
EP
Indicating
servo
(13)
ES
MS
where:
EP
electric power
HP
hydraulic power
ES
electric signal
MS
mechanical signal
February 2002
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267
268
Equipment name or
number
Function
Ident. No.
Failure
mode
Name of system ...........................................................................

Mode of operation ......................................................................
Sheet No .......................................................................................
Date ..............................................................................................
Name of analyst ...........................................................................
Failure
cause
Local effect
Failure effect
End effect
Failure
detection
Corrective
action
Severity of
failure effect
Probability
of failure (if
applicable)
References ............................................................................
System block diagrams .......................................................
................................................................................................
................................................................................................
Drawings ...............................................................................
Appendix 2 - FMEA worksheet
Remarks
HSC Annex 4
Bureau Veritas
February 2002
HSC Annex 5
ANNEX 5
ICE ACCRETION APPLICABLE TO ALL TYPES OF

CRAFT
Icing allowances
1.1
For craft operating in areas where ice accretion is likely to occur, the following icing allowance shall be
made in the stability calculations.
.1
gangways;
30 kg/m2 on exposed weather decks and
.2
7.5 kg/m2 for projected lateral area of each
side of the craft above the waterplane;
.3
the projected lateral area of discontinuous
surfaces of rail, sundry booms, spars (except masts) and rigging and the projected lateral area of other small objects
shall be computed by increasing the total projected area of
continuous surfaces by 5% and the static moments of this
area by 10%;
.4
reduction of stability due to asymmetric ice
accumulations in cross-structure.
1.2
For craft operating in areas where ice accretion may be expected:
.1
Within the areas defined in 2.1, 2.3, 2.4 and
2.5 known to have icing conditions significantly different
from those in 1.1, ice accretion requirements of one half to
twice the required allowance may be applied.
.2
Within the area defined in 2.2, where ice
accretion in excess of twice the allowance required by 1.1
may be expected, more severe requirements than those
given in 1.1 may be applied.
Areas of icing conditions
In the application of 1, the following icing areas shall apply:

.1
The area north of latitude 65 30 N,
between longitude 28 W and the west coast of Iceland;
north of the north coast of Iceland;
north of the rhumb line running from latitude 66 N, longitude 15W to latitude 73 30 N, longitude 15 E, north of
latitude 73 30 N between longitude 15 E and 35 E, and
east of longitude 35 E, as well as north of latitude 56 N in
the Baltic Sea.
.2
The area north of latitude 43 N bounded in
the west by the North American coast and the east by the
rhumb line running from latitude 43 N, longitude 48 W to
latitude 63 N, longitude 28 W and thence along longitude
28 W.
.3
All sea areas north of the North American
continent, west of the areas defined in subparagraphs .1
and .2 of this paragraph.
.4
The Bering and Okhotsk Seas and the Tartary
Strait during the icing season.
.5
South of latitude 60 S.
A chart to illustrate the areas is attached.
Special requirements
1.3
Information shall be provided in respect of
the assumptions made in calculating the condition of the
craft in each of the circumstances set out in this annex for
the following:
Craft intended for operation in areas where ice accretion is

known to occur shall be:
.1
duration of the voyage in terms of the period
spent in reaching the destination and returning to port; and
.1
and
.2
consumption rates during the voyage for fuel,
water, stores and other consumables.
.2
equipped with such means for removing ice
as the Administration may require.
February 2002
Bureau Veritas
designed to minimize the accretion of ice;
269
HSC Annex 5
Figure 1
270
Bureau Veritas
February 2002
HSC Annex 6
ANNEX 6
STABILITY OF HYDROFOIL CRAFT
The stability of these craft shall be considered in the hullborne, transitional and foil-borne modes. The stability investigation shall also take into account the effects of external
forces. The following procedures are outlined for guidance
in dealing with stability.
Surface-piercing hydrofoils
1.1
Hull-borne mode
1.1.4
Heeling moment due to wind pressure
The heeling moment MVshall be taken as constant during

the whole range of heel angles and calculated by the following expression:
MV = 0.001 PV AV Z (kN.m)
where:
PV
: wind pressure = 750 (VW/26)2 (N/m 2)
AV
: windage area including the projections of the

lateral surfaces of the hull, superstructure and
various structures above the waterline (m2)
1.1.1
The stability shall be sufficient to satisfy the
provisions of 2.3, 2.4 and 2.6 of this Code.
: windage area lever (m) = the vertical distance

to the geometrical centre of the windage area
from the waterline
1.1.2
VW
: the wind speed corresponding to the worst

intended conditions (m/s).
Heeling moment due to turning
The heeling moment developed during manoeuvring of the

craft in the displacement mode may be derived from the following formula:
1.1.5
Evaluation of the minimum capsizing

moment Mc in the displacement mode
V
M R = 0, 196 -----o- KG
L
The minimum capsizing moment is determined from the

static and dynamic stability curves taking rolling into
account.
where:
MR
: moment of heeling (kN.m);
Vo
: speed of the craft in the turn (m/s);
: displacement (t);
: length of the craft on the waterline (m);
KG
: height of the centre of gravity above keel (m).
.1
When the static stability curve is used, Mc is
determined by equating the areas under the curves of the
capsizing and righting moments (or levers) taking rolling
into account, as indicated by figure 1, where z is the amplitude of roll and MK is a line drawn parallel to the abscissa
axis such that the shaded areas S1 and S2 are equal.
This formula is applicable when the ratio of the radius of the

turning circle to the length of the craft is 2 to 4.
if the scale of ordinates represents moments:

Mc = OM
if the scale of ordinates represents levers:

Mc = OM displacement
Relationship between the capsizing

moment and heeling moment to satisfy
the weather criterion
Figure 1 Static stability curve
The stability of a hydrofoil boat in the displacement mode

can be checked for compliance with the weather criterion K
as follows:
Moment
or lever
1.1.3
S2
M
K = Mc / Mv 1
where:
S1
Mc
: minimum capsizing moment as determined

when account is taken of rolling;
Mv
: dynamically applied heeling moment due to the

wind pressure.
February 2002
Bureau Veritas
271
HSC Annex 6
.2
When the dynamic stability curve is used,
first an auxiliary point A shall be determined. For this purpose the amplitude of heeling is plotted to the right along
the abscissa axis and a point A is found (see figure 2). A
line AA is drawn parallel to the abscissa axis equal to the
double amplitude of heeling (AA = 2z) and the required
auxiliary point A is found. A tangent AC to the dynamic stability curve is drawn. From the point A the line AB is drawn
parallel to the abscissa axis and equal to 1 radian (57.3).
From the point B a perpendicular is drawn to intersect with
the tangent in point E. The distance BE is equal to the capsizing moment if measured along the ordinate axis of the
dynamic stability curve. If, however, the dynamic stability
levers are plotted along this axis, BE is then the capsizing
lever, and in this case the capsizing moment Mc is determined by multiplication of ordinate BE (in metres) by the
corresponding displacement in tonnes
Mc=9.81 BE (kN.m)
tling to hull-borne modes, these results will provide an

indication of the values of the stability in the various situations of the craft during the transitional condition.
1.2.2.3
The angle of heel in the foil-borne mode
caused by the concentration of passengers at one side shall
not exceed 8. During the transitional mode the angle of
heel due to the concentration of passengers on one side
shall not exceed 12. The concentration of passengers shall
be determined by the Administration, having regard to the
guidance given at annex 7 to this Code.
1.2.3
One of the possible methods of assessing foilborne metacentric height (GM) in the design stage for a
particular foil configuration is given in figure 3.
LB
LH
GM = n B -------------------- S + n H -------------------- S
2 tan I
2 tan I
B
H
where:
or lever
Moment
Figure 2 Dynamic stability curve
A'
A
.3
The amplitude of rolling Z is determined by
means of model and full-scale tests in irregular seas as a
maximum amplitude of rolling of 50 oscillations of a craft
travelling at 90 to the wave direction in sea state for the
worst design condition. If such data are lacking the amplitude is assumed to be equal to 15.
.4
The effectiveness of the stability curves shall
be limited to the angle of flooding.
nH
: percentage of hydrofoil load borne by aft foil
LB
: clearance width of front foil
LH
: clearance width of aft foil
: clearance between bottom of keel and water
: height of centre of gravity above bottom of keel
IB
: angle at which front foil is inclined to horizontal
IH
: angle at which aft foil is inclined to horizontal
: height of centre of gravity above water
Fully submerged hydrofoils
2.1
Hull-borne mode
2.1.1
The stability in the hull-borne mode shall be
sufficient to satisfy the provisions of 2.3 and 2.6 of this
Code.
2.1.2
Paragraphs 1.1.2 to 1.1.5 of this annex are
appropriate to this type of craft in the hull-borne mode.
Transitional and foil-borne modes
The stability shall satisfy the provisions of 2.4

1.2.1
and 2.5 of this Code.
1.2.2.1
The stability in the transitional and foil-borne
modes shall be checked for all cases of loading for the
intended service of the craft.
1.2.2.2
The stability in the transitional and foil-borne
modes may be determined either by calculation or on the
basis of data obtained from model experiments and shall be
verified by full-scale tests by imposition of a series of known
heeling moments by off-centre ballast weights, and recording the heeling angles produced by these moments. When
taken in the hull-borne, take-off, steady foil-borne and set-
272
: percentage of hydrofoil load borne by front foil
57.3 (1 radian)
1.2
nB
2.2
Transitional mode
2.2.1
The stability shall be examined by the use of
verified computer simulations to evaluate the craft's
motions, behaviour and responses under the normal conditions and limits of operation and under the influence of any
malfunction.
2.2.2
The stability conditions resulting from any
potential failures in the systems or operational procedures
during the transitional stage which could prove hazardous
to the craft's watertight integrity and stability shall be
examined.
Bureau Veritas
February 2002
HSC Annex 6
Figure 3
Section through front foil

Section through aft foil
M
G
g
WL
LB
2.3
WL
lB
LH
Foil-borne mode
The stability of the craft in the foil-borne mode shall be in

compliance with the provisions of 2.4 of this Code. The provisions of paragraph 2.2 of this annex shall also apply.
February 2002
lH
2.4
Paragraphs 1.2.2.1, 1.2.2.2 and 1.2.2.3 of
this annex shall be applied to this type of craft as appropriate and any computer simulations or design calculations
shall be verified by full-scale tests.
Bureau Veritas
273
HSC Annex 7
ANNEX 7
STABILITY OF MULTIHULL CRAFT
Stability criteria in the intact

condition
1.4
A multihull craft, in the intact condition, shall have sufficient

stability when rolling in a seaway to successfully withstand
the effect of either passenger crowding or high-speed turning as described in 1.4. The craft's stability shall be
considered to be sufficient provided compliance with this
paragraph is achieved.
1.1
Area under the GZ curve
The area (A1) under the GZ curve up to an angle shall be

at least:
Heeling due to passenger crowding or

high-speed turning
Heeling due to the crowding of passengers on one side of

the craft or to high-speed turning, whichever is the greater,
shall be applied in combination with the heeling lever due
to wind (HL2).
1.4.1
Heeling due to passenger crowding
When calculating the magnitude of the heel due to passenger crowding, a passenger crowding lever shall be
developed using the assumptions stipulated in 2.10 of this
Code.
A1 = 0.055 x 30 / (m.rad)
where is the least of the following angles:
.1
.2
and
.3
1.4.2
Heeling due to high-speed turning
the downflooding angle;
30
When calculating the magnitude of the heel due to the

effects of high-speed turning, a high-speed turning lever
shall be developed using either the following formula or an
equivalent method specifically developed for the type of
craft under consideration, or trials or model test data:
Maximum GZ
1 V
d
TL = --- -----o- KG ---
g R
2
the angle at which the maximum GZ occurs;
1.2
where:
The maximum GZ value shall occur at an angle of at least
10.
TL
: turning lever (m)
Vo
: speed of craft in the turn (m/s)
: turning radius (m)
KG
: height of vertical centre of gravity above keel

(m)
HL2 = 1.5 HL1 (m) (see figure 1)
: mean draught (m)
where:
: acceleration due to gravity.
1.3
Heeling due to wind
The wind heeling lever shall be assumed constant at all

angles of inclination and shall be calculated as follows:
HL1 = Pi A Z / (9800 ) (m)
Pi = 500 (VW / 26)2 (N/m2)

where:
1.5
VW
: wind speed corresponding

intended conditions (m/s)
: projected lateral area of the portion of the craft

above the lightest service waterline (m2)
: vertical distance from the centre of A to a point

one half the lightest service draught (m)
: displacement (t).
274
to
the
Rolling in waves (figure 1)
worst
The effect of rolling in a seaway upon the craft's stability
shall be demonstrated mathematically. In doing so, the
residual area under the GZ curve (A2), i.e. beyond the angle
of heel (h), shall be at least equal to 0.028 m.rad up to the
angle of roll r. In the absence of model test or other data r
shall be taken as 15 or an angle of (d h), whichever is
less.
Bureau Veritas
February 2002
HSC Annex 7
Figure 1 Intact stability
A2
A1
A2
HTL
HL2
n
d m
HTL
r
30
not greater than 10
Figure 2 Damage stability
A2
A2
HL4
HL4
HL3
e h
e h
e h
not greater than 15 for passenger craft and 20 for cargo craft
Criteria for residual stability after

damage
2.1
The method of application of criteria to the
residual stability curve is similar to that for intact stability
except that the craft in the final condition after damage shall
be considered to have an adequate standard of residual stability provided:
: projected lateral area of the portion of the ship

above the lightest service waterline (m2)
: vertical distance from the centre of A to a point

one half of the lightest service draught (m)
: displacement (t).
2.3
The same values of roll angle shall be used as
for the intact stability.
.1
the required area A2shall be not less than
0.028 m.rad (figure 2 refers); and
.2
there is no requirement regarding the angle
at which the maximum GZ value shall occur.
2.2
The wind heeling lever for application on the
residual stability curve shall be assumed constant at all
angles of inclination and shall be calculated as follows:
HL3 = Pd A Z / (9800 )
where:
Pd = 120 (Vw / 26)2 (N/m2)
Vw
: wind speed corresponding

intended conditions (m/s)
February 2002
to
the
worst
2.4
The downflooding point is important and is
regarded as terminating the residual stability curve. The
area A2 shall therefore be truncated at the downflooding
angle.
2.5
The stability of the craft in the final condition
after damage shall be examined and shown to satisfy the criteria, when damaged as stipulated in 2.6 of this Code.
2.6
In the 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 all
cases, only one breach in the hull and only one free surface
need to be assumed.
Bureau Veritas
275
HSC Annex 7
Application of heeling levers
3.1
In applying the heeling levers to the intact
and damaged curves, the following shall be considered:
Abbreviations used in figures 1 and 2
3.1.1
for intact condition:
.1
(HL2); and
wind heeling lever (including gusting effect)
A1
: Area required by 1.1
A2
: 0.028 m.rad.
HL2
: Heeling lever due to wind + gusting
HTL
: Heeling lever due to wind + gusting + (passenger crowding or turning)
HL3
: Heeling lever due to wind
HL4
: Heeling lever due to wind + passenger crowding
: Angle of maximum GZ
: Angle of downflooding
: Angle of roll
: Angle of equilibrium, assuming no wind, passenger crowding or turning effects
: Angle of heel due to heeling lever HL2, HTL, HL3

or HL4
Bureau Veritas
February 2002
.2
wind heeling lever (including gusting effect)
plus either the passenger crowding or speed turning levers
whichever is the greater (HTL).
3.1.2
.1
for damage condition:

wind heeling leversteady wind (HL3); and
.2
wind heeling lever plus heeling lever due to
passenger crowding (HL4)
3.2
Angles of heel due to steady wind
The angle of heel due to a wind gust when

3.2.1
the heeling lever HL2, obtained as in 1.3, is applied to the
intact stability curve shall not exceed 10.
276
3.2.2
The angle of heel due to a steady wind when
the heeling lever HL3, obtained as in 2.2, is applied to the
residual stability curve after damage, shall not exceed 15
for passenger craft and 20 for cargo craft.
HSC Annex 8
ANNEX 8
STABILITY OF MONOHULL CRAFT
Stability criteria in the intact

condition
1.6
The initial metacentric height GMT shall not
be less than 0.15 m.
1.1
The weather criterion contained in paragraph 3.2 of the Intact Stability Code shall apply (see note).
In applying the weather criterion the value of wind pressure
P (N/m2) shall be taken as (500{Vw / 26}2), where Vw =
wind speed (m/s) corresponding to the worst intended conditions. In applying the weather criterion account shall also
be taken of the roll damping characteristics of individual
craft in assessing the assumed roll angle 1, which may
alternatively be derived from model or full-scale tests. Hulls
with features which greatly increase damping, such as
immersed sidehulls, substantial arrays of foils, or flexible
skirts or seals, are likely to experience significantly smaller
magnitudes of roll angle. For such craft, therefore, the roll
angle shall be derived from model or full-scale tests or in the
absence of such data shall be taken as 15.
Note: Refer to the Code on Intact stability for all types of ships covered by IMO instruments, adopted by the Organization by
resolution A.749(18), as amended by resolution MSC.75(69).
1.2
The area under the righting lever curve (GZ
curve) shall not be less than 0.07 m.rad up to = 15 when
the maximum righting lever (GZ) occurs at = 15, and
0.055 m.rad up to = 30 when the maximum righting lever occurs at = 30 or above. Where the maximum righting lever occurs at angles of between = 15 and = 30,
the corresponding area under the righting lever curve shall
be:
A = 0.055 + 0.001 (30 max) (m.rad)
where:
max
: is the angle of heel, in degrees, at which the

righting lever curve reaches its maximum.
1.3
The area under the righting lever curve
between = 30 and = 40 or between = 30 and the
angle of flooding F if this angle is less than 40, shall not be
less than 0.03 m.rad.
Note: In applying this criterion, small openings through which progressive flooding cannot take place need not be considered as
open.
Criteria for residual stability after

damage
2.1
The stability required in the final condition
after damage, and after equalization where provided, shall
be determined as specified in 2.1.1 to 2.1.4.
2.1.1
The positive residual righting lever curve
shall have a minimum range of 15 beyond the angle of
equilibrium. This range may be reduced to a minimum of
10, in the case where the area under the righting lever
curve is that specified in 2.1.2, increased by the ratio:
15 / range
where the range is expressed in degrees.
2.1.2
The area under the righting lever curve shall
be at least 0.015 m.rad, measured from the angle of equilibrium to the lesser of:
.1
occurs; and
.2
the angle at which progressive flooding

27 measured from the upright.
2.1.3
A residual righting lever shall be obtained
within the range of positive stability, taking into account the
greatest of the following heeling moments:
.1
side;
the crowding of all passengers towards one
.2
the launching of all fully loaded davitlaunched survival craft on one side; and
.3
due to wind pressure,
as calculated by the formula:

GZ = heeling moment / (displacement) + 0.04 (m)
However, in no case, this righting lever shall be less than 0.1
m.
1.4
The righting lever GZ shall be at least 0.2 m
at an angle of heel equal to or greater than 30.
2.1.4
For the purpose of calculating the heeling
moments referred to in 2.1.3, the following assumptions
shall be made:
1.5
The maximum righting lever shall occur at an
angle of heel not less than 15.
.1
Moments due to crowding of passengers.
This should be calculated in accordance with paragraph
2.10 of the Code.
February 2002
Bureau Veritas
277
HSC Annex 8
.2
Moments due to launching of all fully loaded
davit-launched survival craft on one side:
.3
.3.1 the
.2.1 all lifeboats and rescue boats fitted on the side

to which the ship has heeled after having sustained damage shall be assumed to be swung
out fully loaded and ready for lowering;
278
pressure
shall
be
taken
as
speed (m/s), corresponding to the worst

intended condition;
.3.2 the area applicable shall be the projected lateral
area of the ship above the waterline corresponding to the intact condition; and
.2.3 a fully loaded davit-launched liferaft attached to

each davit on the side to which the ship has
heeled after having sustained damage shall be
assumed to be swung out ready for lowering;
.2.5 life-saving appliances on the side of the ship

opposite to the side to which the ship has
heeled shall be assumed to be in a stowed
position.
wind
(120 {Vw / 26}2) (N/m2), where Vw = wind
.2.2 for lifeboats which are arranged to be launched

fully loaded from the stowed position, the maximum heeling moment during launching shall be
taken;
.2.4 persons not in the life-saving appliances which

are swung out shall not provide either additional
heeling or righting moment; and
Moments due to wind pressure:
.3.3 the moment arm shall be the vertical distance

from a point at one half of the mean draught
corresponding to the intact condition to the

centre of gravity of the lateral area.
2.2
In intermediate stages of flooding, the maximum righting lever shall be at least 0.05 m and the range of
positive righting levers shall be at least 7. In all cases, only
one breach in the hull and only one free surface need be
assumed.
Bureau Veritas
February 2002
HSC Annex 9
ANNEX 9
DEFINITIONS, REQUIREMENTS AND COMPLIANCE

CRITERIA RELATED TO OPERATIONAL AND SAFETY
PERFORMANCE
This annex applies to all types of craft. Tests to evaluate

operational safety shall be conducted on the prototype craft
of a new design or of a design incorporating new features
which may modify the results of a previous testing. The tests
shall be carried out to a schedule agreed between the
Administration and the manufacturer. Where conditions of
service warrant additional testing (e.g., low temperature),
the Administration or base port State authorities as appropriate may require further demonstrations. Functional
descriptions, technical and system specifications relevant to
the understanding and evaluation of craft performance shall
be available.
The objective of these tests is to provide essential information and guidance to enable the craft to be operated safely
under normal and emergency conditions within the design
speed and environmental envelope.
C0
Tests required by the Administration in pursuance
of annex 9 are to be carried out in the presence of the Society Surveyor.
The following procedures are outlined as requirements in
dealing with verification of craft performance.
Performance
1.1
General
use methods or devices that are safe and reli-
.3
include allowance for any time lag in the execution of procedures that may reasonably be expected in
service.
1.1.4
Procedures required by this annex shall be
conducted over water of sufficient depth such that craft performance will not be affected.
1.1.5
Tests shall be conducted at minimum practicable weight and additional testing shall be conducted at
maximum weight sufficient to establish the need for additional restrictions and for testing to examine the effect of
weight.
.1
1.1.2
Operational control of the craft shall be in
accordance with procedures established by the applicant
for operation in service. Procedures to be established shall
be start procedure, cruise procedures, normal and emergency stop and manoeuvre procedures.
February 2002
.2
able; and
Stopping
2.1
This test is to establish the acceleration experienced when stopping the craft in calm water with no
passenger load or cargo load during the following
conditions:
The craft shall meet the applicable opera1.1.1

tional requirements in chapter 17 of this Code and this
annex for all extremes of passenger and load configurations
for which certification is required. The limiting sea state
related to the different modes of operation shall be verified
by tests and analyses of a craft of the type for which certification is requested.
1.1.3
shall:
.1
demonstrate that normal manoeuvres and
craft responses to failures are consistent in performance;
The procedures established under 1.1.2
.2
speed; and
normal stop for maximum operational speed;

emergency stop for maximum operational
.3
crash stop from maximum operational speed
and from any transitional mode speed.
2.2
The tests referred to in 2.1.1 and 2.1.2 shall
document that the accelerations do not exceed safety level
1 in annex 3 when control levers are used in accordance to
written procedures as given in the craft operating manual or
in an automatic mode. Should safety level 1 be exceeded
during normal stop, control systems shall be modified in
order to avoid exceedance or passengers shall be required
to be seated during normal stop. Should safety level 1 be
exceeded during emergency stop, then written procedures
in the craft operating manual shall include detailed information of how to avoid exceedance or the control system shall
be modified to avoid exceedance.
Bureau Veritas
279
HSC Annex 9
2.3
The test referred to in 2.1.3 shall document
that the accelerations do not exceed safety level 2 in annex
3 when control levers of automatic modes are used in a
manner which will give the highest accelerations. If safety
level 2 is exceeded then the craft operating manual shall
include a warning that it is a risk to passengers being
injured, if a crash stop is performed.
2.4
Other tests shall be repeated during craft
turning to establish the need or otherwise to impose any
speed-related restrictions during manoeuvres.
Cruise performance
3.1
This test is to establish the craft performance
and accelerations experienced during cruise modes with no
passenger load or cargo load during the following
conditions:
.1
normal operation conditions are those in
which the craft will safely cruise at any heading while manually operated, auto-pilot assisted operated or operated with
any automatic control system in normal mode; and
.2
worst intended conditions, referred to in
1.4.57 of this Code, are those in which it shall be possible to
maintain safe cruise without exceptional piloting skill. However, operations at all headings relative to the wind and sea
may not be possible. For type of craft having a higher performance standard in non-displacement mode, the
performance and accelerations shall also be established at
displacement mode during operation in the worst intended
condition.
3.2
Operation levels, as defined in 3.1, shall be
established and documented by full-scale tests in at least
two relevant sea conditions and in head, beam and following seas. It shall be shown that the period of every test (run)
and the number of series are sufficient for achieving reliable
measurements. In every sea state tested, the aggregate time
in each direction shall not be less than 15 min. Model tests
and mathematical simulations could be used to verify the
performance in the worst intended conditions.
Limits for normal operation condition shall be documented
by measurements of craft speed, heading to the wave and
interpolation of measurements of maximum horizontal
accelerations in accordance with 2.4 of annex 3. Measurement of wave height and period shall be made to the
maximum extent practicable.
Limits for worst intended condition shall be documented by
measurements of craft speed, wave height and period,
heading to the wave and by root mean square (RMS) values
of horizontal accelerations in accordance with 2.4 of annex
3 and of vertical accelerations close to the craft longitudinal
centre of gravity. RMS values could be used for extrapolation of peak values. To obtain the expected peak values
280
related to structural design load and safety levels (one per

5-min exceedance), multiply the RMS values by 3.0 or
C =
2 ln N
where:
N
: is the number of successive amplitudes within

the relevant period.
If not otherwise verified by model tests or by mathematical

calculations, it might be assumed a linear relation between
wave height and accelerations based on measurements in
the two sea conditions. Limits for worst intended condition
shall be documented both related to passenger safety in
accordance with 2.4 of annex 3 and related to the actual
structural design load of the craft.
3.3
The tests and verification process shall document the limiting seas for safe operation of the craft:
.1
in normal operation at maximum operational
speed the accelerations shall not exceed safety level 1 in
annex 3 with an average of one per 5-min period. The craft
operating manual shall include detailed description of the
effects of speed reduction or change of heading to the
waves in order to prevent exceedance;
.2
in the worst intended conditions, with
reduced speed as necessary, the accelerations shall not
exceed safety level 2 in annex 3 with an average of one per
5-min period, nor shall any other craft characteristic motion
as pitch, roll and yaw exceed levels that could impede the
safety of passengers. In worst intended conditions, with
reduced speed as necessary, craft shall be safely manoeuvrable and provide adequate stability in order that the craft
can continue safe operation to the nearest place of refuge,
provided caution is exercised in handling. Passengers shall
be required to be seated when safety level 1 in annex 3 is
exceeded; and
.3
within the actual structural design load for
the craft, with reduced speed and change of heading, as
necessary.
3.4
Turning and manoeuvrability
The craft shall be safely controllable and manoeuvrable

during:
.1
hull-borne operation;
.2
operation in non-displacement mode;
.3
take-off, landing;
.4
any intermediate or transition modes, as
applicable; and
.5
Bureau Veritas
berthing operations, as applicable.
February 2002
HSC Annex 9
Effects of failures or malfunction
4.1
General
The limits of safe operation, special handling procedures

and any operational restrictions shall be examined and
developed as a result of full-scale trials conducted by simulating possible equipment failures.
The failures to be examined shall be those leading to major
or more severe effects as determined from evaluation of
FMEA or similar analysis.
Failures to be examined shall be agreed between the craft
manufacturer and the Administration and each single failure
shall be examined in a progressive manner.
4.2
.1
total loss of propulsion power;
.2
total loss of lift power (for ACV and SES);
.3
system;
.4
involuntary application of full propulsion
thrust (positive or negative) on one system;
.5
system;
.6
involuntary full deflection of one directional
control system;
.7
.9
.1
determining safe limits of craft operation at
the time of failure, beyond which the failure will result in
degradation beyond safety level 2;
.2
determining crew member's actions, if any,
to minimize or counter the effect of the failure; and
failure of control of trim control system;
Failures to be examined
Equipment failures shall include, but not be limited to, the

following:
total loss of electrical power.
Failures shall be fully representative of service conditions

and shall be simulated as accurately as possible in the most
critical craft manoeuvre where the failure will have maximum impact.
4.4
.3
determining craft or machinery restrictions to
be observed to enable the craft to proceed to a place of refuge with the failure present.
February 2002
failure of control of one directional control
.8
involuntary full deflection of one trim control
system element; and
Objects of tests
Examination of each failure shall result in:
4.3
total failure of control of one propulsion
Dead ship test
In order to establish craft motions and direction of laying to

wind and waves, for the purposes of determining the conditions of a craft evacuation, the craft shall be stopped and all
main machinery shut down for sufficient time that the craft's
heading relative to wind and waves has stabilized. This test
shall be carried out on an opportunity basis to establish patterns of the design's dead ship behaviour under a variety
of wind and sea states.
Bureau Veritas
281
HSC Annex 10
ANNEX 10
CRITERIA FOR TESTING AND EVALUATION OF

REVENUE AND CREW SEATS
Purpose and scope
The purpose of these criteria is to provide requirements for

revenue and crew seats, seat anchorage and seat accessories and their installation to minimize occupant injury
and/or disruption of egress/ingress if the craft suffers a
collision.
Although a rigid support structure can be used for these

tests, a support structure, having the same strength and stiffness as the support structure in the craft, is preferred.
2.5
The forces described in 2.2.1 to 2.2.3 shall
be applied to the seat through a cylindrical surface having a
radius of 80 mm and a width at least equal to the width of
the seat. The surface shall be equipped with at least one
force transducer able to measure the forces applied.
Static seat tests

2.6
2.1
The requirements of this section are applicable to all crew and revenue seats.
2.2
All seats to which this paragraph applies,
along with their supports and deck attachments, shall be
designed to withstand at least the following static forces
applied in the direction of the craft:
.1
under the influence of the forces referred to
in 2.2.1 to 2.2.3, the permanent displacement measured at
the point of application of the force is not more than 400
mm;
.2
no part of the seat, the seat mountings or the
accessories become completely detached during the tests;
.3
the seat remains firmly held, even if one or
more of the anchorages is partly detached;
.1
Forward direction: a force of 2.25 kN,
.2
After direction: a force of 1.5 kN,
.3
Transverse direction: a force of 1.5 kN,
.4
Vertically downward: a force of 2.25 kN, and
.4
all of the locking systems remain locked during the entire test but the adjustment and locking systems
need not be operational after the tests; and
.5
Vertically upward: a force of 1.5 kN.
A seat shall comprise a frame, bottom and back. Forces
applied in the fore or aft direction of the seat shall be
applied horizontally to the seat back 350 mm above the
seat bottom. Forces applied in the transverse seat direction
shall be applied horizontally to the seat bottom. Vertical
upward forces shall be evenly distributed to the corners of
the seat bottom frame. Vertical downward forces shall be
uniformly distributed over the seat bottom.
If a seating unit consists of more than one seating position,
these forces shall be applied at each seating position concurrently during the tests.
2.3
When the forces are applied to a seat, consideration shall be given to the direction in which the seat is
to face in the craft. For example, if the seat faces sideways,
the transverse craft force would be applied fore and aft on
the seat and the forward craft force would be applied transversely on the seat.
2.4
Each seating unit to be tested shall be
attached to the support structure similar to the manner in
which it will be attached to the deck structure in the craft.
282
The seat shall be considered acceptable if:
.5
rigid parts of the seat with which the occupant may come into contact shall present a curved surface
with a radius of at least 5 mm.
2.7
The requirements of section 3 may be used
in lieu of the requirements of this section provided that the
accelerations used for the tests are at least 3 g.
Dynamic seat tests
3.1
The requirements of this section are applicable in addition to those in 2.1 for crew and revenue seats in
craft having a design collision load of 3 g or greater.
3.2
All seats for which this section applies, the
seat supporting structure, the attachment to the deck structure, the lap belt, if installed, and shoulder harness, if
installed, shall be designed to withstand the maximum
acceleration force that can be imposed upon them during a
design collision. Consideration shall be given to the orientation of the seat relative to the acceleration force (i.e.
whether the seat is forward-, aft-, or side-facing).
Bureau Veritas
February 2002
HSC Annex 10
3.3
The acceleration pulse to which the seat is
subjected shall be representative of the collision time-history of the craft. If the collision time-history is not known, or
cannot be simulated, the acceleration time-history envelope
shown in the figure can be used.
3.4
In the test frame, each seat unit and its accessories (e.g., lap belts and shoulder harnesses) shall be
attached to the support structure similar to the manner in
which it will be attached in the craft. The support structure
can be a rigid surface; however, a support structure having
the same strength and stiffness as the support structure in
the craft is preferred. Other seats and/or tables with which
an occupant may come in contact during a collision shall be
included in the test frame in an orientation and with a
method of attachment typical of that in the craft.
Figure 1 Acceleration time-history envelope
for an occupant to be injured shall be the one instrumented.

The other dummy or dummies need not be instrumented.
3.8
The tests shall be conducted and the instrumentation shall be sampled at a rate sufficient to reliably
show response of the dummy in accordance with the
requirements of a recognized national standard.
Note: Refer to the specifications of International Standard ISO
6487Technique of measurement in impact tests (1987) or SAE
J211Instrumentation.
3.9
The seat unit tested in accordance with the
requirements of this section shall be considered acceptable
if:
.1
the seat unit and tables installed in the seat
unit or area do not become dislodged from the supporting
deck structure and do not deform in a manner that would
cause the occupant to become trapped or injured;
g/gcoll
.2
the lap belt, if installed, remains attached
and on the test dummy's pelvis during the impact. The
shoulder harness, if installed, remains attached and in the
immediate vicinity of the test dummy's shoulder during the
impact. After the impact, the release mechanisms of any
installed lap belt and shoulder harness shall be operative;
1.0
0.7
the following acceptability criteria are met:
.3
.3.1
10
20
70
80
90
150
t2
Time (ms)
t1
where:
t1 and t2 are the beginning and ending times (in
seconds) of the interval in which the HIC is a
maximum. The term a(t) is the resultant measured acceleration in the head of the dummy in
g;
.3.2
Note: Refer to ECE 80 with addendum 79. Other national standards may be acceptable.
3.6
The test dummy shall be instrumented and
calibrated, in accordance with the requirements of a recognized national standard, so as to permit, as a minimum,
calculation of the head injury criterion, calculation of the
thoracic trauma index, measurement of force in the femur,
and measurement, if possible, of extension and flexion of
the neck.
February 2002
2,5
1
HIC = ( t2 t 1 ) ------------- a ( t ) dt
t 2 t1
3.5
During the dynamic seat test, a fiftieth percentile anthropomorphic test dummy, suitable for the test
being conducted, shall be placed in the seat in an upright
seating position. If a typical seating unit is composed of
more than one occupant seat, a test dummy shall be placed
in each occupant seat in the unit. The dummy, or dummies,
shall be secured in the seat unit in accordance with procedures of recognized national standards (see note) and be
secured using only the lap belt and shoulder harness if they
are installed. Tray tables and other such devices shall be
placed in the position that would cause the greatest potential for an occupant to become injured.
3.7
If more than one dummy is used in the tests,
the dummy located in the seat having the highest potential
the head injury criterion (HIC), calculated in

accordance with the formula, does not exceed
500
.3.3
the thoracic trauma index (TTI), calculated in

accordance with the formula, does not exceed
30 g except for periods totalling less than 3 ms
TTI = (gR + gLS) / 2 or acceleration at the centre
of gravity
where:
gR
: is the acceleration in g of either the

upper or lower rib;
gLS
: is the acceleration in g of the lower

spine; and
the force in the femur does not exceed 10 kN

except that it cannot exceed 8 kN for periods
totalling more than 20 ms; and
.4
loads on the upper torso harness straps do
not exceed 7.8 kN or a total of 8.9 kN if dual straps are
used.
Bureau Veritas
283
HSC Annex 11
ANNEX 11
OPEN REVERSIBLE LIFERAFTS
General
1.1
All open reversible liferafts shall:
2.4
The open reversible liferaft when fully
inflated shall be capable of being boarded from the water
whichever way up it inflates.
.1
be constructed with proper workmanship
and materials;
.2
not be damaged in stowage throughout the
air temperature range of -18 C to +65 C;
.3
be capable of operating throughout an air
temperature range of 18 C to +65 C and a seawater temperature range of 1 C to +30 C ;
.4
be rot-proof, corrosion-resistant and not be
unduly affected by seawater, oil or fungal attack;
.5
be stable and maintain their shape when
inflated and fully laden; and
.6
be fitted with retro-reflective material, where
it will assist in detection, and in accordance with the recommendations adopted by the Organization.
Note: Refer to the Recommendation on the Use and Fitting of
Retro-Reflective Materials on Life-Saving Appliances, adopted by
the Organization by resolution A.658(16).
Construction
2.1
The open reversible liferaft shall be so constructed that when it is dropped into the water in its
container from a height of 10 m, the liferaft and its equipment will operate satisfactorily. If the open reversible liferaft
is to be stowed at a height of more than 10 m above the
waterline in the lightest seagoing condition, it shall be of a
type which has been satisfactorily drop-tested from at least
that height.
2.2
The open reversible floating liferaft shall be
capable of withstanding repeated jumps on to it from a
height of at least 4.5 m.
2.3
The open reversible liferaft and its fittings
shall be so constructed as to enable it to be towed at a
speed of 3 knots in calm water when loaded with its full
complement of persons and equipment, with the seaanchor deployed.
284
Bureau Veritas
2.5
The main buoyancy chamber shall be
divided into:
.1
not less than two separate compartments,
each inflated through a nonreturn inflation valve on each
compartment; and
.2
the buoyancy chambers shall be so arranged
that in the event of one of the compartments being damaged or failing to inflate, the intact compartment shall be
able to support, with positive freeboard over the open
reversible liferaft's entire periphery, the number of persons
which the liferaft is permitted to accommodate, each having
a mass of 75 kg and seated in their normal positions.
2.6
The floor of the open reversible liferaft shall
be waterproof.
2.7
The open reversible liferaft shall be inflated
with a non-toxic gas by an inflation system complying with
the requirements of paragraph 4.2.2 of the LSA Code. Inflation shall be completed within the period of one minute at
an ambient temperature of between 18 C and 20 C and
within a period of three minutes at an ambient temperature
of 18 C. After inflation the open reversible liferaft shall
maintain its form when loaded with its full complement of
persons and equipment.
2.8
Each inflatable compartment shall be capable of withstanding a pressure equal to at least three times
the working pressure and shall be prevented from reaching
a pressure exceeding twice the working pressure either by
means of relief valves or by a limited gas supply. Means
shall be provided for fitting the topping-up pump or
bellows.
2.9
The surface of the buoyancy tubes shall be of
non-slip material. At least 25% of these tubes shall be of a
highly visible colour.
2.10
The number of persons which an open
reversible liferaft shall be permitted to accommodate shall
be equal to the lesser of:
.1
the greatest whole number obtained by
dividing by 0.096 the volume, measured in cubic metres, of
the main buoyancy tubes (which for this purpose shall not
include the thwarts, if fitted) when inflated; or
February 2002
HSC Annex 11
.2
the greatest whole number obtained by
dividing by 0.372 the inner horizontal cross-sectional area
of the open reversible liferaft measured in square metres
(which for this purpose may include the thwart or thwarts, if
fitted) measured to the innermost edge of the buoyancy
tubes; or
.3
the number of persons having an average
mass of 75 kg, all wearing lifejackets, that can be seated
inboard of the buoyancy tubes without interfering with the
operation of any of the liferaft's equipment.
Open reversible liferaft fittings
3.1
Lifelines shall be securely becketed around
the inside and outside of the open reversible liferaft.
3.2
The open reversible liferaft shall be fitted
with an efficient painter of a length suitable for automatic
inflation on reaching the water. For open reversible liferafts
accommodating more than 30 persons an additional bowsing-in line shall be fitted.
.2
the design shall be such that the pockets fill
to approximately 60% of capacity within 15 s to 25 s of
deployment;
.3
the pockets attached to each buoyancy tube
shall normally have aggregate capacity of between 125 l
and 150 l for inflatable open reversible liferafts up to and
including the 10-person size;
.4
the pockets to be fitted to each buoyancy
tube on liferafts certified to carry more than 10 persons shall
have, as far as practicable, an aggregate capacity of
12 N litres, where N is the number of persons carried;
.5
each pocket on a buoyancy tube shall be
attached so that when the pocket is in the deployed position it is attached along the full length of its upper edges to,
or close to, the lowest part of the lower buoyancy tube; and
.6
the pockets shall be distributed symmetrically round the circumference of the liferaft with sufficient
separation between each pocket to enable air to escape
readily.
3.6
At least one manually controlled lamp complying with the requirements shall be fitted on the upper
and lower surfaces of the buoyancy tubes.
3.3
The breaking strength of the painter system,
including its means of attachment to the open reversible liferaft, except the weak link required by paragraph 4.1.6.2 of
the LSA Code, shall be:
3.7
Suitable automatic drain arrangements shall
be provided on each side of the floor of the liferaft in the following manner:
.1
7.5 kN for open reversible liferafts accommodating up to 8 persons;
.1
one for open reversible liferafts accommodating up to 30 persons; or
.2
10.0 kN for open reversible liferafts accommodating 9 to 30 persons; and
.2
two for open reversible liferafts accommodating more than 30 persons.
.3
15.0 kN for open reversible liferafts accommodating more than 30 persons.
3.8
The equipment of every open reversible liferaft shall consist of:
3.4
with at least the following number of inflated ramps to assist
boarding from the sea whichever way up the raft inflates:
.1
one boarding ramp for open reversible liferafts accommodating up to 30 persons; or
.2
two boarding ramps for open reversible liferafts accommodating more than 30 persons; such boarding
ramps shall be 180 apart.
3.5
with water pockets complying with the following
requirements:
.1
the cross-sectional area of the pockets shall
be in the shape of an isosceles triangle with the base of the
triangle attached to the buoyancy tubes of the open reversible liferaft;
February 2002
.1
one buoyant rescue quoit, attached to not
less than 30 m of buoyant line with a breaking strength of at
least 1 kN;
.2
two safety knives of the non-folding type,
having a buoyant handle, shall be fitted attached to open
reversible liferaft by light lines. They shall be stowed in
pockets so that, irrespective of the way in which the open
reversible liferaft inflates, one will be readily available on the
top surface of the upper buoyancy tube in a suitable position to enable the painter to be readily cut;
.3
one buoyant bailer;
.4
two sponges;
.5
one sea-anchor permanently attached to the
open reversible liferaft in such a way as to be readily
deployable when the open reversible liferaft inflates. The
position of the sea-anchor shall be clearly marked on both
buoyancy tubes;
Bureau Veritas
285
HSC Annex 11
.6
two buoyant paddles;
.2
.7
one first-aid outfit in a waterproof case capable of being closed tightly after use;
.3
carry;
serial number;
the number of persons it is permitted to
.8
one whistle or equivalent sound signal;
.4
non-SOLAS reversible;
.9
two hand flares;
.5
type of emergency pack enclosed;
.6
date when last serviced;
.7
length of painter;
.10
one waterproof electric torch suitable for
Morse signalling together with one spare set of batteries and
one spare bulb in a waterproof container;
.11
one repair outfit for repairing punctures in
buoyancy compartments; and
.12
one topping-up pump or bellows.
.9
3.9
The equipment specified in 3.8 is designated
an HSC Pack.
3.10
Where appropriate, the equipment shall be
stowed in a container which, if it is not an integral part of, or
permanently attached to, the open reversible liferaft, shall
be stowed and secured to the open reversible liferaft and be
capable of floating in water for at least 30 min without damage to its contents. Irrespective of whether the equipment
container is an integral part of, or is permanently attached
to, the open reversible liferaft, the equipment shall be readily accessible irrespective of which way up the open
reversible liferaft inflates. The line which secures the equipment container to the open reversible liferaft shall have a
breaking strength of 2 kN or a breaking strength of 3:1
based on the mass of the complete equipment pack, whichever is the greater.
.8
maximum permitted height of stowage above
waterline (depending on drop-test height); and
Containers for open reversible

inflatable liferafts
Markings on open reversible

The open reversible liferafts shall be marked with:

.1
maker's name or trademark;
.2
serial number;
.3
date of manufacture (month and year);
.4
name and place of service station where it
was last serviced; and
.5
number of persons it is permitted to accommodate on the top of each buoyancy tube, in characters not
less than 100 mm in height and of a colour contrasting with
that of the tube.
Instructions and information
6
4.1
The open reversible liferafts shall be packed
in a container that is:
.1
so constructed as to withstand conditions
encountered at sea;
.2
of sufficient inherent buoyancy, when
packed with the liferaft and its equipment, to pull the
painter from within and to operate the inflation mechanism
shall the craft sink; and
.3
as far as practicable, watertight, except for
drain holes in the container bottom.
4.2
.1
286
The container shall be marked with:

maker's name or trademark;
launching instructions.
Instructions and information required for inclusion in the

craft's training manual and in the instructions for on-board
maintenance shall be in a form suitable for inclusion in such
training manual and instructions for on-board maintenance.
Instructions and information shall be in a clear and concise
form and shall include, as appropriate, the following:
.1
general description of the open reversible liferaft and its equipment;
.2
installation arrangements;
.3
operational instructions, including use of
associated survival equipment; and
.4
Bureau Veritas
servicing requirements.
February 2002
HSC Annex 11
.2
the part of test No. 5.8 regarding closing
arrangement may be omitted,
Testing of open reversible

7.1
When testing open reversible liferafts in
accordance with the recommendations of resolution
MSC.81(70), part 1:
.1
tests No. 5.5, 5.12, 5.16, 5.17.2, 5.17.10,
5.17.11, 5.17.12, 5.18 and 5.20 may be omitted;
February 2002
.3
the temperature -30 C in test No. 5.17.3
and 5.17.5 may be substituted with -18 C; and
.4
the drop height of 18 m in test No. 5.1.2 may
be substituted with 10 m.
Omittances and substitution, as described above, shall be

reflected in the type approval certificate.
Bureau Veritas
287
HSC Annex 11
288
Bureau Veritas
February 2002

High Speed Craft Rules

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High Speed Craft Rules

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Rules for the Classification of

High Speed Craft

NR 396 UNITAS R02 E

17 bis, Place des Reflets La Dfense 2 92400 Courbevoie

MARINE DIVISION GENERAL CONDITIONS

issues Certificates, Attestations and Reports following its interventions

reviews the construction arrangements of the Units as shown on the documents

conducts surveys at the place of their construction;

classes Units and enters their name in its Register;

BV Mod. Ad. ME 545 h - 06/2000

RULES FOR THE CLASSIFICATION

General Comments and Requirements

Buoyancy, Stability and Subdivision

Accommodation and Escape Measures

Directional Control Systems

Anchoring, Towing and Berthing

Life-Saving Appliances and Arrangements

Remote Control, Alarm and Safety Systems

Shipborne Navigational Systems and Equipment and Voyage Data Recorders

Operating Compartment Layout

Handling, Controllability and Performance

Inspection and Maintenance Requirements

Form of High-Speed Craft Safety Certificate and Record of Equipment

Form of Permit to Operate High-Speed Craft

Use of Probability Concept

Procedures for Failure Mode and Effects Analysis

Ice Accretion Applicable to All Types of Craft

Stability of Hydrofoil Craft

Stability of Multihull Craft

Stability of Monohull Craft

Definitions, Requirements and Compliance Criteria Related to Operational and Safety

Criteria for Testing and Evaluation of Revenue and Crew Seats

Open Reversible Liferafts

HSC Table of Contents

Preamble of the International Code of Safety for High-Speed Craft, 2000

General Comments and Requirements

Buoyancy, Stability and Subdivision

HSC Table of Contents

Accommodation and Escape Measures

HSC Table of Contents

Directional Control Systems

Life-Saving Appliances and Arrangements

Anchoring, Towing and Berthing

General and definitions

HSC Table of Contents

Remote Control, Alarm and Safety Systems

HSC Table of Contents

Operating Compartment Layout

Shipborne Navigational Systems and Equipment and Voyage Data

Precautions against shock, fire and other hazards of electrical origin

HSC Table of Contents

Handling, Controllability and Performance

Instruments and chart table

Inspection and Maintenance Requirements

Form of High-Speed Craft Safety Certificate and Record of Equipment

Form of Permit to Operate High-Speed Craft

HSC Table of Contents

Use of Probability Concept

Stability criteria in the intact condition

Stability of Monohull Craft

Stability of Multihull Craft

Stability of Hydrofoil Craft

Ice Accretion Applicable to All Types of Craft