Föreskrifter om ändring i Sjöfartsverkets föreskrifter och allmänna råd (SJÖFS 2003:12) om säkerheten på höghastighetsfartyg (HSC-koden 2000)
Ändrar
Bemyndigande
Upphävs eller ersätts av
Svenska fartyg och utländska fartyg på svenskt sjöterritorium med byggnadsdatum den 1 juli 2002 eller senare skall om inget annat anges, för att äga rätt till ett höghastighetsfartygscertifikat, uppfylla koden för höghastighetsfartyg (International Code of Safety for High-Speed Craft, 2000 (HSC-koden 2000)) som antogs av den internationella sjöfartsorganisationen (IMO) den 5 december 2000 genom resolution MSC.97(73), senast ändrad genom resolution MSC.175(79), i den utsträckning som anges i koden. Med ett fartygs byggnadsdatum menas det datum då kölen sträckts eller byggnationen av ett fartyg påbörjats och minst 50 ton eller tre procent av den uppskattade totala massan av fartygsstrukturen sammanfogats. Den engelska, arabiska, kinesiska, franska, ryska och spanska texten av koden skall ha samma giltighet . Kodens engelska text finns i bilagan till dessa föreskrifter.
Fartyg som är certifierade i enlighet med dessa föreskrifter anses 2 3 uppfylla kraven i kapitel I-IV och reglerna 18–20 i kapitel V i 1974 års internationella konvention om säkerheten för människoliv till sjöss 4, 5 (SOLAS 1974) samt lastlinjekonventionen med tillhörande protokoll .
Texterna på arabiska, kinesiska, franska, ryska och spanska finns tillgängliga hos IMO. 2 SJÖFS 1980:8, SJÖFS 1981:11, SJÖFS 1984:14, SJÖFS 1986:6, SJÖFS 1992:5, SJÖFS 1994:12, SJÖFS 1996:4, SJÖFS 1999:17, SJÖFS 2004:29, SJÖFS 2004:31, SJÖFS 2006:1. 3 SJÖFS 2003:5. 4 SJÖFS 2006:1. 5 MSC/Circ.1028, Application of the International Convention on Load Lines, 1966 and the 1988 Protocol relating thereto, to High Speed Craft.
Allmänna råd
Vid tillämpning av HSC-koden 2000 bör tolkningarna i
6 MSC/Circ.1102 tillämpas. ________________ Denna författning träder i kraft den 1 juli 2006. På Sjöfartsverkets vägnar JOHAN FRANSON Jonas Gustafsson (Sjöfartsinspektionen)
6 MSC/Circ.1102, Interpretations of the 2000 HSC Code and SOLAS Chapter X. Utgivare: Jan Olof Selén, Sjöfartsverket, Norrköping ISSN 0347-531X
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2.2 Intact buoyancy and watertight and weathertight integrity
2.2.1 Buoyant spaces
2.2.1.1 All craft shall have a sufficient reserve of buoyancy at the design waterline to meet the intact and damage stability requirements of this chapter. The Administration may require a larger reserve of buoyancy to permit the craft to operate in any of its intended modes. This reserve of buoyancy shall be calculated by including only those compartments that are:
.1 watertight and situated below the datum, or
.2 watertight or weathertight and situated above the datum.
In considering the stability after damage, flooding shall be assumed to occur until limited by watertight boundaries in the equilibrium condition, and weathertight boundaries in intermediate stages of flooding and within the range of positive righting lever required to satisfy the residual stability requirements. Where a buoyant space may be subjected to increased fluid pressure in the equilibrium position after damage, the boundaries and associated openings and penetrations of that space shall be designed and constructed to prevent the passage of fluid under that pressure.
Craft built in conformity with the requirements of organizations recognised by the Administration, in accordance with regulation XI/1 of the Convention may be considered to possess adequate strength and integrity. – – – – – – – – – – – – – – – – – – – – – – – – – – – – – – – – – – – – – – – – – 2.2.2 Openings in watertight divisions – – – – – – – – – – – – – – – – – – – – – – – – – – – – – – – – – – – – – – – – – 2.2.3.2 A craft may be exempted from the requirement for such an inner bow door where one of the following applies:
.1 the vehicle loading deck at the inner bow door position is above the design waterline by a height more than the significant wave height corresponding to the worst intended conditions;
.2 it can be demonstrated using model tests or mathematical simulations that when the craft is proceeding at a range of speeds up to the maximum attainable speed in the loaded condition at all headings in long crested seas of the greatest significant wave height corresponding to the worst intended conditions, either:
.1 the bow loading door is not reached by waves; or
.2 having been tested with the bow loading door open to determine the maximum steady state volume of water which accumulates, it can be shown by static analysis that, with the same
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volume of water on the vehicle deck(s) the residual stability requirements of 2.6.11 and 2.13 or 2.15 are satisfied. If the model tests or mathematical simulations are unable to show that the volume of water accumulated reaches a steady state, the craft shall be considered not to have satisfied the conditions of this exemption.
Where mathematical simulations are employed they shall already have been verified against full-scale or model testing;
.3 bow loading openings lead to open ro-ro spaces provided with guard-rails or having freeing ports complying with 2.2.3.2.4;
.4 the deck of the lowest ro-ro space above the design waterline is fitted on each side of the deck with freeing ports evenly distributed along the sides of the compartment. These shall either be proven to be acceptable using tests according to 2.2.3.2.2 above or comply with the following:
.1 A > 0.3 l
where:
A = the total area of freeing ports on each side of the deck in 2 m ; and
l = the length of the compartment in m;
.2 the craft shall maintain a residual freeboard to the deck of the ro-ro space of at least 1 m in the worst condition;
.3 such freeing ports shall be located within the height of 0.6 m above the deck of the ro-ro space, and the lower edge of the ports shall be within 0.02 m above the deck of the ro-ro space; and
.4 such freeing ports shall be fitted with closing devices or flaps to prevent water entering the deck of the ro-ro space whilst allowing water which may accumulate on the deck of the ro-ro space to drain. – – – – – – – – – – – – – – – – – – – – – – – – – – – – – – – – – – – – – – – – –