The Maritime and Coastguard Agency
International Code of Safety
for High-Speed Craft
HSC CODE
Instructions for the Guidance
of Surveyors
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| Amendment 01 | July 2004 |
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| Contents | Pages | Revision Status |
| Objective | All | 1.02 |
| General Guidance | All |
1.01 |
| Preamble |
XV - XVI XIV |
1.01, 1.02 |
| Chapters | Revision Status | |
| 1 |
1, 2-18 1/A, 1/B |
1.01, 1.02 |
| 2 |
1-2, 4-10 3 |
1.01, 1.02 |
| 3 | All | 1.01 |
| 4 |
1, 6-7, 9-11 2-5, 8 |
1.01, 1.02 |
| 5 | All | 1.01 |
| 6 | All | 1.01 |
| 7 |
1-9, 11-21, 23-31 10, 22 |
1.01 1.02 |
| 8 |
1-11, 14 12, 12A, 13, 13A |
1.01 1.02 |
| 9 | All | 1.01 |
| 10 |
1-4, 6-8 5 |
1.01 1.02 |
| 11 | All | 1.01 |
| 12 | All | 1.01 |
| 13 | All | 1.01 |
| 14 |
1-3, 5, 7-15 4, 4A, 6, 6A |
1.01 1.02 |
| 15 | All | 1.01 |
| 16 | All | 1.01 |
| 17 | All | 1.01 |
| 18 | All | 1.01 |
| 19 | All | 1.01 |
| Annexes | Revision Status | |
| 1 | All | 1.01 |
| 2 | All | 1.01 |
| 3 | All | 1.01 |
| 4 | All | 1.01 |
| 5 | All | 1.01 |
| 6 |
3, 6 1-2, 4-7 |
1.01 1.02 |
| 7 | All | 1.02 |
| 8 |
1-2, 4-7 3 |
1.01 1.02 |
| 9 |
1-3 4 |
1.01 1.02 |
| 10 | All | 1.01 |
| Appendices | Revision Status | |
| A | All | 1.01 |
| B | All | 1.01 |
| C | All | 1.01 |
| D | All | 1.01 |
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Contents
Object of Instruction
General Guidance
Preamble
CHAPTER 1 - GENERAL COMMENT AND REQUIREMENTS
1.1 General comments
1.2 General requirements
1.3 Application
1.4 Definitions
1.5 Surveys
1.6 Approvals
1.7 Maintenance of conditions after survey
1.8 High-Speed Craft Safety Certificate
1.9 Permit to Operate High-Speed Craft
1.10 Control
1.11 Equivalents
1.12 Information to be made available
1.13 Further developments
1.14 Circulation of safety information
1.15 Review of the Code
CHAPTER 2 - BUOYANCY, STABILITY AND SUBDIVISION
Part A - General
2.1 General
2.2 Intact buoyancy
2.3 Intact stability in the displacement mode
2.4 Intact stability in the non-displacement mode
2.5 Intact stability in the transient mode
2.6 Buoyancy and stability in the displacement mode following damage
2.7 Inclining and stability information
2.8 Loading and stability assessment
2.9 Marking and recording of the design waterline
Part B - Requirements for passenger craft
2.10 General
2.11 Intact stability in the displacement mode
2.12 Intact stability in the non-displacement mode
2.13 Buoyancy and stability in the displacement mode following damage
2.14 Inclining and stability information
Part C - Requirements for cargo craft
2.15 Buoyancy and stability in the displacement mode following damage
2.16 Inclining
CHAPTER 3 - STRUCTURES
3.1 General
3.2 Materials
3.3 Structural Strength
3.4 Cyclic loads
3.5 Design criteria
3.6 Trials
CHAPTER 4 - ACCOMMODATION AND ESCAPE MEASURES
4.1 General
4.2 Public address and information systems
4.3 Design acceleration levels
4.4 Accommodation design
4.5 Seating construction
4.6 Safety belts
4.7 Exits and means of escape
4.8 Evacuation time
4.9 Baggage, stores, shops and cargo compartments
4.10 Noise levels
CHAPTER 5 - DIRECTIONAL CONTROL SYSTEMS
5.1 General
5.2 Reliability
5.3 Demonstrations
5.4 Control position
CHAPTER 6 - ANCHORING, TOWING AND BERTHING
6.1 General
6.2 Anchoring
6.3 Towing
6.4 Berthing
CHAPTER 7 - FIRE SAFETY
Part A - General
7.1 General requirements
7.2 Definitions
7.3 Classification of space use
7.4 Structural fire protection
7.5 Fuel and other flammable fluid tanks and systems
7.6 Ventilation
7.7 Fire detection and extinguishing systems
7.8 Protection of special-category spaces
7.9 Miscellaneous
7.10 Fireman’s outfits
Part B - Requirements for passenger craft
7.11 Arrangement
7.12 Ventilation
7.13 Fixed sprinkler system
Part C - Requirements for cargo craft
7.14 Control station
7.15 Cargo spaces
CHAPTER 8 - LIFE-SAVING APPLIANCES AND ARRANGEMENTS
8.1 General and definitions
8.2 Communications
8.3 Personal life-saving appliances
8.4 Muster list, emergency instructions and manuals
8.5 Operating instructions
8.6 Survival craft stowage
8.7 Survival craft and rescue boat embarkation and recovery arrangements
8.8 Line-throwing appliance
8.9 Operational readiness, maintenance and inspections
8.10 Survival craft and rescue boats
CHAPTER 9 - MACHINERY
Part A - General
9.1 General
9.2 Engine (general)
9.3 Gas turbines
9.4 Diesel engines for main propulsion and essential auxiliaries
9.5 Transmissions
9.6 Propulsion and lift devices
Part B - Requirements for passenger craft
9.7 Independent means of propulsion for category B craft
9.8 Means for return to a port of refuge for category B craft
Part C - Requirements for cargo craft
9.9 Essential machinery and control
CHAPTER 10 - AUXILIARY SYSTEMS
Part A - General
10.1 General
10.2 Arrangement of oil fuel, lubricating oil and other flammable oil
10.3 Bilge pumping and drainage systems
10.4 Ballast systems
10.5 Cooling systems
10.6 Engine air intake systems
10.7 Ventilation systems
10.8 Exhaust systems
Part B - Requirements for passenger craft
10.9 Bilge pumping and drainage systems
Part C - Requirements for cargo craft
10.10 Bilge pumping systems
CHAPTER 11 - REMOTE CONTROL, ALARM AND SAFETY SYSTEMS
11.1 Definitions
11.2 General
11.3 Emergency controls
11.4 Alarm system
11.5 Safety system
CHAPTER 12 – ELECTRICAL INSTALLATIONS
Part A - General
12.1 General
12.2 Main source of electrical power
12.3 Emergency source of electrical power
12.4 Starting arrangements for emergency generating sets
12.5 Steering and stabilization
12.6 Precautions against shock, fire and other hazards of electrical origin
Part B - Requirements for passenger craft
12.7 General
Part C - Requirements for cargo craft
12.8 General
CHAPTER 13 - NAVIGATIONAL EQUIPMENT
13.1 Navigation (general)
13.2 Compasses
13.3 Speed and distance measurement
13.4 Echo-sounding device
13.5 Radar installations
13.6 Electronic positioning systems
13.7 Rate-of-turn indicator and rudder angle indicator
13.8 Other navigational aids
13.9 Searchlight
13.10 Night vision equipment
13.11 Steering arrangement and propulsion indicators
13.12 Automatic steering aid (automatic pilot equipment)
13.13 Performance standards
CHAPTER 14 - RADIO COMMUNICATIONS
14.1 Application
14.2 Terms and definitions
14.3 Exemptions
14.4 Functional requirements
14.5 Radio installations
14.6 Radio equipment: general
14.7 Radio equipment: sea area A1
14.8 Radio equipment: sea areas A1 and A2
14.9 Radio equipment: sea areas A1, A2 and A3
14.10 Radio equipment: sea areas A1, A2, A3 and A4
14.11 Watches
14.12 Sources of energy
14.13 Performance standards
14.14 Maintenance requirements
14.15 Radio personnel
14.16 Radio records
CHAPTER 15 - OPERATING COMPARTMENT LAYOUT
15.1 Definitions
15.2 General
15.3 Field of vision from the operating compartment
15.4 Operating compartment
15.5 Instruments and chart table
15.6 Lighting
15.7 Windows
15.8 Communication facilities
15.9 Temperature and ventilation
15.10 Colours
15.11 Safety measures
CHAPTER 16 - STABILIZATION SYSTEMS
16.1 Definitions
16.2 General requirements
16.3 Lateral and height control systems
16.4 Demonstrations
CHAPTER 17 - HANDLING, CONTROLLABILITY AND PERFORMANCE
17.1 General
17.2 Proof of compliance
17.3 Weight and centre of gravity
17.4 Effect of failures
17.5 Controllability and maneuverability
17.6 Change of operating surface and mode
17.7 Surface irregularities
17.8 Acceleration and deceleration
17.9 Speeds
17.10 Minimum depth of water
17.11 Hard structure clearance
17.12 Night Operation
CHAPTER 18 - OPERATIONAL REQUIREMENTS
Part A - General
18.1 Craft operational control
18.2 Craft documentation
18.3 Training and qualifications
18.4 Manning of survival craft and supervision
18.5 Emergency instructions and drills
Part B - Requirements for passenger craft
18.6 Type rating training
18.7 Emergency instructions and drills
Part C - Requirements for cargo craft
18.8 Type rating training
18.9 Emergency instructions and drills
CHAPTER 19 - INSPECTION AND MAINTENANCE REQUIREMENTS
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Annexes & Appendices
Annex 1 Form of High-Speed Craft Safety Certificate and Record of Equipment
Annex 2 Form of Permit to Operate High-Speed Craft
Annex 3 Use of probability concept
Annex 4 Procedures for failure mode and effects analysis
Annex 5 Ice accretion applicable to all types of craft
Annex 6 Methods relating to the intact stability investigation of hydrofoil craft
Annex 7 Stability of multihull craft
Annex 8 Definitions, requirements and compliance criteria related to operational and safety performance
Annex 9 Criteria for testing and evaluation of revenue and crew seats
Annex 10 Open reversible liferafts
Appendix A EU Marine Equipment Directive.
Appendix B Recognized Classification Societies – List thereof
Appendix C Guidance on application of Stockholm Agreement
Appendix D Risk Assessment of the Passage Plan
Objective of Instruction
These Instructions are issued by the Maritime and Coastguard Agency, an Executive Agency of the Department for Transport for the guidance of marine surveyors in the surveying of High Speed Craft for the purpose of the Merchant Shipping (High Speed Craft) Regulation 1996 (as amended). They indicate to the Designers, Shipbuilders, Shipowners and others the procedure which the United Kingdom adopts for the survey and acceptance of High Speed Craft’s structure, system, fittings, arrangements and materials as well as the condition under which the High Speed Craft Safety Certificates, UK High Speed Craft Safety Certificates and the Permits to Operate High Speed Craft are issued.
These Instructions contain interpretations of the HSC Code and guidelines for HSC and the following format for this publication is adopted:
“The exact wording of the HSC Code is in normal font.”
| “The relevant MCA Policy, interpretations, comments and guidelines are in italic and shaded” |
Any amendment is shown in yellow
Please note that HSC Code is IMO Resolution MSC.36(63) adopted on 20 May 1994 and its comments are requirements, and accordingly “should” is to be construed as “shall”. For UK ships, ’Administration’ means the MCA.
General Guidance
Procedures
In all cases, owners and operators should contact the Agency at the earliest possible stage. To make a preliminary assessment of a craft, and in line with the provisions of the HSC Code, the Agency will require:-
Early contact will enable the Agency to evaluate a design quickly and determine what additional or alternative requirements may be appropriate to underpin safety. The Agency's Director of Operations and Seafarers' Standards will act as the first point of contact. The Director will inform the relevant Marine Office and the appropriate Regional Chief Surveyor, who will nominate a Lead Surveyor as the link between the MCA and the operator. All communications with the MCA should then be channelled through the Lead Surveyor, who will have direct responsibility for design approval and assessment of manuals and surveys in accordance with the standards set out in the Agency's Code of Practice.
On receiving details of the craft, together with the proposed operational limits, the Lead Surveyor will arrange an early meeting to establish:-
The Agency will provide a fees estimate against a detailed craft specification, together with a build and outline programme. Alternatively, the MCA can provide a fees estimate for the plan approval stage and a separate fees estimate later for survey under construction and trials. Treasury rules require the MCA to request a balance of fees before any work commences
To avoid delay or alterations to the craft, information should be submitted to the Agency at an early stage of planning and design, and the craft should be made available to the Agency in sufficient time to enable a detailed survey to be carried out.
New UK Registered Craft
A craft intended for use on international voyages must comply fully with the HSC Code, as well as any other international requirements. In addition, the Agency will need to be satisfied that the craft will adequately withstand its intended operating envelope. All equipment must be to the satisfaction of the Lead Surveyor who will, where appropriate, apply IMO, ISO or IEC Standards. Where required by legislation, particular items of equipment must be type approved.
Craft intended for use on domestic voyages, in the main will be expected to comply with the HSC Code. The Agency will determine the extent to which the Code should be applied on a craft-by-craft basis.
The MCA will issue a HSC Safety Certificate to craft on international voyages and a UK HSC Safety Certificate for craft on domestic voyages. Certificates will be valid for 5 years, subject to satisfactory annual surveys. MCA surveyors will undertake renewal surveys and the re-issue or endorsement of certificates on a t full cost recovery fees basis.
The MCA will also issue a Permit to Operate (POHSC) for each craft, valid for a maximum of 12 months, subject to the parallel validity of the HSC Safety Certificate.
A new permit will be necessary to take account of any amendment and also on expiry of the existing permit.
New Non-UK Registered Craft
As the Port State administration, the Agency should be fully consulted on design, construction and operational conditions. The procedure will be the same as with UK flag craft, although the relevant Flag State will also be involved. All equivalent or alternative safety arrangements agreed or accepted by the Flag State or Classification Societies must also be presented by the operator to the MCA for approval.
Craft must comply with the International Conventions and the HSC Code. In t addition, the Agency will need to be satisfied that the craft is suitable for its intended service.
The MCA may also be asked to act on behalf of another Administration and undertake surveys and issue certificates for a craft operating in UK waters. In these cases, the Lead Surveyor will treat the craft as if it was registered in the UK.
Existing Craft joining the UK Register
In addition to the above procedures, operators of existing craft coming on to the UK register must supply the Agency with copies of all relevant survey and test reports of the equipment required by either the Dynamically Supported Craft (DSC) or HSC Codes. This will allow the Agency to make an initial assessment of safety standards.
When the craft and its equipment cannot comply fully with the HSC Code it must comply with the SOLAS Convention with exemptions in line with the DSC Code. The Agency must be satisfied that the craft is suitable for its intended service. The craft must undergo an initial survey by an MCA surveyor to assess the level of compliance with international requirements.
Existing UK Registered Craft
Existing craft built to the requirements of the DSC Code have been certificated under the Class II and IV Passenger Certification arrangements. This practice has now ceased. Those craft and hovercraft are issued instead with a DSC Safety Certificate! a Record of Equipment and a Permit to Operate.
Exemptions, Alternatives and Equivalents
All craft constructed on or after 1 January 1996 must comply with the provisions of the HSC Code (Chapter X of SOLAS). The Code must be applied in its entirety and no exemptions are allowed except for Radiocommunications (Chapter 14, Para 14.3). However the MCA will consider alternative provisions and equipment which offer a demonstrated equivalent level of safety, as required by the HSC Code (Chapter 1 Para 1.11). All agreed alternatives and equivalents for craft engaged on international voyages will be reported to IMO.
Where a craft constructed before 1 January 1996 complies with the DSC Code, which demonstrates an ability to operate at an acceptable level of safety when engaged on restricted voyages, under restricted operational weather conditions, and with approved maintenance and supervision, the MCA will grant the necessary exemptions from SOLAS.
Delegation
The MCA has not delegated survey requirements for HSC to other Certifying Authorities. Generally all plan approval, operational procedures, exemptions and equivalencies will be dealt with directly by the MCA. The Agency will issue relevant certificates and carry out surveys directly related to SaLAS requirements! although there could be some limited appointments on a caseby- case basis of other Certifying Authorities to conduct certain survey work. The extent of the Classification Societies’ involvement should be discussed at the initial assessment. Once planes are approved, then further builds to the same design will not require additional plan approval - the sister ship principle will apply.
Documentation
The HSC Code calls on Administrations to ensure that craft are provided with adequate information and guidance in the form of technical manuals to enable safe operation and maintenance. The Agency achieves this through an assessment of the available information and guidance.
The following list shows the documents required by a craft although some of these documents may not be needed for craft on domestic voyages by virtue of exemptions:
| DOCUMENTS | UK FLAG CRAFT | FOREIGN CRAFT |
| Certificate of Registry | MCA | Flag State |
| Safety Certificate | MCA | Flag State* |
| Permit to Operate | MCA | Flag State+ |
|
Tonnage Certificate “ Exemption |
Class MCA |
Flag State* |
|
Load Line Certificate “ “ Exemption |
Class MCA |
Flag State* |
|
International Oil Pollution Prevention Certificate (IOPP) |
Initial Survey MCA Subsequent, Class |
Flag State* |
| SOPEP | MCA | Flag State* |
| Safety Management Certificate | MCA | Flag State*+ |
| Documents of Compliance | MCA | Flag State*+ |
| Radio Certificate |
Appropriate Certifying Authority |
Flag State* |
| Minimum Safe Manning Certificate/ Muster List | MCA | Flag State+ |
| Intact Stability Booklet | MCA | Flag State* |
| Craft Operating Manual | MCA | Flag State* |
| Route Operational Manual | MCA | Flag State* |
|
Company Emergency Procedure Manuals |
Operator | Operator |
| Cargo Securing Manual (see Ch.19) | MCA | Flag State* |
| Training Manual | MCA | Flag State* |
| Maintenance and Service Manual | MCA | Flag State* |
* A Classification Society may act on behalf of the Administration.
+ MCA may be asked to act on behalf of the Administration.
Note
Please note that a HSC should only operate within an envelope which delivers a suitable safety margin at all times. Within this safety culture, if a craft encounters more adverse weather than that forecast, it can complete its voyage at a reduced speed while staying within its critical design condition. The same would not be true for a craft departing with a compressed safety margin (windows of opportunity) which contradicts the underlying principle of the HSC. The whole HSC philosophy is based on operational limitations-that is what sets them apart from conventional ships.
Allowing HSC to put to sea in all weather conditions without a reasonable safety margin would remove that fundamental philosophy.
PREAMBLE
1. The International Conventions ratified in respect of conventional ships and the regulations applied as a consequence of such conventions have largely been developed having in mind the manner in which conventional ships are constructed and operated. Traditionally, ships have been built of steel and with the minimum of operational controls. The requirements for ships engaged on long international voyages are therefore framed in such a way that, providing the ship is presented for survey and a Ship Safety Certificate is issued, the ship may go anywhere in the world without any operational restrictions being imposed. Providing the ship is not involved in a casualty, all that is needed is that it is made available to the Administration for the purpose of a satisfactory resurvey before the Ship Safety Certificate expires and the certificate will be re-issued.
2. The traditional method of regulating ships should not be accepted as being the only possible way of providing an appropriate level of safety. Nor should it be assumed that another approach, using different criteria, could not be applied. Over a long period of years, numerous new designs of marine vehicles have been developed and have been in service. While these do not fully comply with the provisions of the international conventions relating to conventional ships built of steel, they have demonstrated an ability to operate at an equivalent level of safety when engaged on restricted voyages under restricted operational weather conditions and with approved maintenance and supervision schedules.
3. This Code has been derived from the previous Code of Safety for Dynamically Supported Craft (DSC) adopted by IMO in 1977 and it is applicable to vessels constructed from 1 January 1996 to 30 June 2002. The Code recognized that the safety levels can be significantly enhanced by the infrastructure associated with regular service on a particular route, whereas the conventional ship safety philosophy relies on the ship being self-sustaining with all necessary emergency equipment being carried on board. This revised Code has been prepared in recognition of the growth in size and types of high speed craft now existing and is intended to facilitate future research and development of fast sea transportation in order that they may be accepted internationally.
4. The safety philosophy of this Code is based on the management and reduction of risk as well as the traditional philosophy of passive protection in the event of an accident. Management of risk through accommodation arrangement, active safety systems, restricted operation, quality management and human factors engineering should be considered in evaluating safety equivalent to current conventions. Application of mathematical analysis should be encouraged to assess risk and determine the validity of safety measures.
5. The Code takes into account that a high speed craft is of a light displacement compared with a conventional ship. This displacement aspect is the essential parameter to obtain fast and competitive sea transportation and consequently this Code allows for use of non-conventional shipbuilding materials, provided that a safety standard at least equivalent to conventional ships is achieved.
6. To clearly distinguish such craft, criteria based on speed and volumetric Froude number have been used to delineate those craft to which this Code applies from other, more conventional, craft.
7. The Code requirements also reflect the additional hazards which may be caused by the high speed compared with conventional ship transportation. Thus, in addition to the normal requirements including life-saving appliances, evacuation facilities, etc., provided in case of an accident occurring, further emphasis is placed on reducing the risk of hazardous situations arising. Some advantages result from the high speed craft concept, i.e. the light displacement provides a large reserve buoyancy in relation to displacement, reducing the hazards addressed by the International Load Line Convention. The consequences of other hazards such as of collision at high speed are balanced by more stringent navigation and operational requirements and specially developed accommodation provisions.
8. The above-mentioned safety concepts were originally reflected in the Code of Safety for Dynamically Supported Craft. The development of novel types and sizes of craft has led to the development of pressures within the maritime industry for craft which are not dynamically supported cargo craft, passenger craft carrying larger number of passengers or operating further afield than permitted by that Code to be certified according to those concepts. Additionally, improvements of maritime safety standards since 1977 were required to be reflected in the revisions of the Code to maintain safety equivalence with conventional ships.
9. Accordingly, two differing principles of protection and rescue were developed.
10. The first of these recognizes the craft which were originally foreseen at the time of development of the DSC Code. Where rescue assistance is readily available and the total number of passengers is limited, a reduction in passive and active protection may be permitted. Such craft are called "assisted craft" and form the basis for "category A passenger craft" of this Code.
11. The second concept recognizes the further development of high speed craft into larger craft. Where rescue assistance is not readily available or the number of passengers is unlimited, additional passive and active safety precautions are required. These additional requirements provide for an area of safe refuge on board, redundancy of vital systems, increased watertight and structural integrity and full fireextinguishing capability. Such craft are called "unassisted craft" and form the basis for "cargo craft" and "category B passenger craft" of this Code.
12. These two concepts of the Code have been developed as a unified document on the basis that an equivalent level of safety to that normally expected on ships complying with the International Convention for the Safety of Life at Sea is achieved. Where the application of new technology or design indicates an equivalent safety level to the strict application of the Code, the Administration is permitted to formally recognize such equivalence.
13. It is important that an Administration, in considering the suitability of a high speed craft under this Code, should apply all sections of the Code because noncompliance with any part of the Code could result in an imbalance which would adversely affect the safety of the craft, passengers and crew. For a similar reason, modifications to existing craft, which may have an effect on safety, should be approved by the Administration.
14. In developing the Code, it has been considered desirable to ensure that high speed craft do not impose unreasonable demands on existing users of the environment or conversely suffer unnecessarily through lack of reasonable accommodation by existing users. Whatever burden of compatibility there is, it should not necessarily be laid wholly on the high speed craft.
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