1054 - Interim Guidelines For Wing-In-Ground (WIG) Craft

 

 

 

 

Ref. T4/3.01 MSC/Circ.1054                                                                                                                      16 December 2002

1 The Maritime Safety Committee, at its seventy-sixth session (2 to 13 December 2002), approved the annexed Interim Guidelines for wing-in-ground (WIG) craft. WIG craft are supported in their main operational mode solely by aerodynamic forces which enable them to operate at low altitude above the sea surface but out of direct contact with that surface. The arrangement, engineering characteristics, design, construction and operation of WIG craft have much in common with those characteristic for aircraft. WIG craft must necessarily operate with other waterborne craft and use the same collision avoidance rules as conventional shipping.

2 The Interim Guidelines for WIG craft were developed in view of the configuration of WIG craft, which fall between the maritime and aviation regulatory regimes. The basis for the Interim Guidelines is flexible risk management. Although this is a paradigm shift from the prescriptive standards forming the basis of the 2000 HSC Code, the intention is to achieve safety standards comparable to those of the 1974 SOLAS Convention. However, relevant provisions of the 2000 HSC Code have been included in the Interim Guidelines.

3 The Interim Guidelines are not intended to be a design guide for the development of WIG craft. Rather, they are intended to be used with proper engineering analysis, design and developmental testing to achieve an inherently safe craft. As appropriate, wind tunnel and scale model evaluation should be incorporated into the design process and used as part of design validation and certification.

4 These Guidelines are interim guidelines and their relevancy and adequacy should be assessed as experience is gained in their application.

5 Member Governments are invited to bring the annexed Interim Guidelines to the attention of all parties concerned.

***

Annex

 

INTERIM GUIDELINES FOR WING-IN-GROUND (WIG) CRAFT Table of contents

Preamble

Part A - General

Part B - Interim recommendations

Chapter 1 - Buoyancy, stability and subdivision

Chapter 2 - Structures

Chapter 3 - Accommodation and escape measures

Chapter 4 - Directional, altitude and altitude control systems

Chapter 5 - Anchoring, towing and berthing

Chapter 6 - Fire safety

Chapter 7 - Life-saving appliances and arrangements

Chapter 8 - Machinery

Chapter 9 - Auxiliary systems

Chapter 10- Remote control, alarm and safety systems

Chapter 11 - Electrical installations Chapter 12 - Navigational equipment Chapter 13 - Radiocommunications

Chapter 14 - Operating compartment layout

Chapter 15 - Aerodynamic stabilization systems

Chapter 16 - Handling, controllability and performance

Chapter 17 - Operational provisions

Chapter 18 - Inspection and maintenance provisions

Part C - Safety assessment and safety management

Chapter 1 - Use of probability concept

Chapter 2 - Safety assessment for WIG craft systems

Chapter 3 - Safety management

 

Annex 1	-	Formof WIG Craft SafetyCertificate and Record of Equipment
Annex 2	-	Formof Permit to Operate WIG Craft
Annex 3	-	Ice accretion applicable to all types of craft
Annex 4	-	Methods relating to the intact stability investigation of hydrofoil assisted
		wing-in-ground craft
Annex 5	-	Residual stability
Annex 6	-	Criteria for testing and evaluation of revenue and crew seats
Annex 7	-	Open reversible liferafts
Annex 8	-	Procedures for demonstration of operational safety

Part A General

 

1 General

 

1.1 These Interim Guidelines should be applied as a complete set of comprehensive provisions. They contain provisions for wing-in-ground (WIG) craft engaged in international voyages, in particular their design and construction, the equipment that should be provided and the conditions for their operation and maintenance. The Interim Guidelines are intended 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 (SOLAS) , 1974, as amended, and the International Convention on Load Lines (Load Line), 1966 through the application of constructional and equipment standards in conjunction with strict operational controls.

1.2 The requirements applying to a specific craft in a particular service will, in general, be the risk control measures developed in accordance with the Safety Assessment under part C, which is to be completed for all craft. Information on generally accepted risk control measures is provided in part B. Prescriptive recommendations related to craft systems may be over-ridden by measures developed under part C.

10 Permit To Operate WIG Craft

 

10.1 The craft should not operate commercially unless a Permit to Operate WIG Craft is issued and valid in addition to the WIG Craft Safety Certificate. Transit voyage without passengers or cargo may be undertaken without the Permit to Operate.

10.2 The Permit to Operate should be issued by the Administration to certify compliance with 2.2 to 2.7 and stipulate conditions of the operation of the craft and should be drawn up on the basis of the information contained in the route operational manual specified in chapter 17 of part B.

10.3 Before issuing the Permit to Operate, the Administration should consult with each port State to obtain details of any operational conditions associated with the operation of the craft in that State. Any such conditions imposed should be shown by the Administration on the Permit to Operate and included in the route operational manual.

10.4 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.

10.5 The provisions of section 9 should apply to the issue and the period of validity of the Permit to Operate.

10.6 The Permit to Operate should be of the model given in annex 2 to these Interim Guidelines. If the language used is neither English, French or Spanish, the text should include a translation into one of these languages.

11 Control

 

The provisions of regulation I-19 of the Convention should be applied to include the Permit to Operate in addition to the Certificate issued under section 9.

12 Equivalents

 

12.1 Where these Interim Guidelines require that a particular fitting, material, appliance or apparatus, or type thereof, should be fitted or carried in a craft, or that any particular provision should 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 these Interim Guidelines.

12.2 Where compliance with any of the provisions of these Interim Guidelines would be impractical for reasons of the particular design of the craft, the Administration may substitute those with alternative provisions, provided that equivalent safety is achieved. The Administration which allows any such substitution should communicate to the Organization particulars of these substitutions and the reasons for their acceptance, which the Organization should circulate to its Member Governments for information.

13 Information To Be Made Available

13.1 The Administration should 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 should include a route operational manual, craft operating manual, maintenance manual and servicing schedule. Such information should be updated as necessary.

13.2 The manuals should contain at least the information specified in chapter 17 of part B and information relating to craft operation and maintenance generated in the safety assessment, part C. They should be in a language understood by the crew. Where this language is not English, a translation into English should be provided of at least the route operational manual and the craft operating manual.

14 Further Developments

 

14.1 Due to ongoing research and development in the design of WIG craft with a different geometry to that envisaged during the formulation of these Interim Guidelines, it is important that these Interim Guidelines do not restrict this progress and the development of new designs.

14.2 A design may be produced which cannot comply with the provisions of these Interim Guidelines. In such a case the Administration should determine the extent to which the provisions of the Interim Guidelines are applicable to the design and, if necessary, develop additional or alternative provisions to provide an equivalent level of safety for the craft. The full application of the safety assessment and safety management provisions of these Interim Guidelines at all times remains a fundamental component of such alternative provisions.

14.3 The foregoing should be considered by the Administration when assessing the granting of equivalents under the Interim Guidelines.

15 Circulation Of Safety Information

 

15.1 In the event that an Administration has cause to investigate an accident involving a craft to which these Interim Guidelines apply, that Administration should provide a copy of the official report to the Organization, which should invite Member States to note the existence of the report and to obtain a copy.

15.2 In the event that operational experience reveals structural or equipment failures affecting the safety of a design, craft owners should inform the Administration.

16 Review Of The Interim Guidelines

 

16.1 The Interim Guidelines should be reviewed by the Organization at intervals preferably not exceeding four years to consider a revision of existing provisions to take account of new developments in design and technology.

16.2 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 Interim Guidelines during the periodical review.

2 General Requirements

2.1       TheapplicationoftheprovisionsoftheseInterimGuidelinesissubjecttothefollowing general requirements:

 

.1         the InterimGuidelines will be applied in their entirety;

 

.2         themanagementofthecompanyoperatingthecraftexercisesstrictcontroloverits operation and maintenance by a quality-management system*;

 

.3         themanagementensuresthatonlypersonsqualifiedtooperatethespecifictypeof craft used on the intended route are employed;

 

.4         the  distances  covered  and  the  worst  intended  conditions  (including  minimum required  visibility)  in  which  operations  are  permitted  will  be  restricted  by  the imposition ofoperational limits;

 

.5         the craft will at all times be in reasonable proximity to a place of refuge;

 

.6         adequatecommunicationsfacilities,weatherforecastsandmaintenancefacilitiesare available within the area of operation;

 

.7         in the intended area ofoperation there will be suitable rescue facilities readily available;

 

 

 

 

 

.8         areasofhighfirerisksuchasmachineryspacesandspecialcategoryspacesare protectedwithfire-resistantmaterialsandfire-extinguishingsystemstoensure,asfar as is practicable, containment and rapid extinguishing of fire;

 

.9         efficient facilities are provided for the rapidandsafeevacuationofallpersonsinto survival craft;

 

.10       all passengers and crew are provided with seats; and

 

.11       no enclosed sleeping berths for passengers are provided.

 

2.2       Categories and types of WIG craft

 

2.2.1    Passengercraftmaybeassistedcraftorunassistedcraft,dependingonthecharacteristicsof

thecraftandtheroutewhichitserves.   Anunassistedcraftmusthaveitsmachineryandsafety systemsarrangedsuchthat,intheeventofdamagedisablinganyessentialmachineryandsafety systems in one compartment, the craft retains the capability to navigate safely.

 

2.2.2    InordertoqualifyasacargocraftundertheseInterimGuidelines,acraftmustbecapableof maintainingthemainfunctionsandsafetysystemsofunaffectedspaces,afterdamageinanyone compartment on board.

 

2.2.3    The  type  designation  for  a  craft,  type  A,  type  B  or  type  C,  relates  to  its  aerodynamic capabilities and is unrelated to the category designation described in 2.2.1 and 2.2.2.

 _____________________________

 

*           Refer to the International Safety Management (ISM) Code, adopted by the Organization by resolution

 

A.741(18),asmaybeamended.

 

3 Application

 

3.1 These Interim Guidelines apply to WIG craft which are engaged in international voyages.

3.2 These Interim Guidelines apply to:

        .1 assisted and unassisted passenger craft as described in 2.2.1 and defined in 4.2 and 4.42 respectively;

         .2 cargo craft as described in 2.2.2 and defined in 4.8; and

        .3 any craft proceeding not more than 4 hours from a port of refuge or 200 nm, whichever is the lesser.

3.3 The application of these Interim Guidelines should be verified by the Administration and be acceptable to the Governments of the States in which the craft will be operating.

3.4 These Interim Guidelines do not apply to type C craft or their operations. Such craft are defined as aircraft by the International Civil Aviation Organization (ICAO) and should comply with all relevant ICAO requirements. References to type C craft are included in these Interim Guidelines for reference only.

4 Definitions

 

4.1 "Administration" means the Government of the State whose flag the craft is entitled to fly.

4.2 "Assisted craft" is any passenger WIG craft designed for operation 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:

   .1 the time to prevent persons in survival craft from exposure causing hypothermia in the worst intended conditions;

   .2 the time appropriate with respect to environmental conditions and geographical features of the route; or .3 4 hours.

4.3 "Auxiliary machinery spaces" are spaces containing internal combustion engines of a power output up to and including 110 kW, driving generators, sprinkler, drencher or fire pumps, bilge pumps, etc., oil filling stations, switchboards of an aggregate capacity exceeding 800 kW, similar spaces and trunks to such spaces.

4.4 "Auxiliary machinery spaces having little or no fire risk" are spaces containing refrigerating, stabilizing, ventilation and air conditioning machinery, switchboards of an aggregate capacity of 800 kW or less, similar spaces and trunks to such spaces.

4.5 "Base port" is a specific port identified in the route operational manual and provided with:

    .1 appropriate facilities providing continuous radio communications with the craft at all times while in port 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 an assisted craft, access to facilities provided with appropriate rescue and survival equipment; and

   .4 access to craft maintenance services with appropriate equipment.

4.6 "Base port State" means the State in which the base port is located.

4.7 "Breadth (B)" means width of the broadest part of the moulded watertight envelope at or below the design waterline in the displacement mode with no lift or propulsion machinery active.

4.8 "Cargo craft" is any WIG craft other than a passenger craft.

4.9 "Cargo spaces" are all spaces used for cargo and trunks to such spaces.

4.10 "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.

4.11 "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.

4.12 "Convention" means the International Convention for the Safety of Life at Sea, 1974, as amended.

4.13 "Crew accommodation" are those spaces allocated for the use of the crew and include cabins, sick bays, offices, lavatories, lounges and similar spaces.

4.14 "Critical design conditions" means the limiting specified conditions, chosen for design purposes, which the craft should retain in displacement mode. Such conditions should be more severe than the "worst intended conditions" by a suitable margin to provide for adequate safety in the survival condition.

4.15 "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 1 and 2 of part B.

4.16 "Dynamic air cushion" means a high pressure region originating between the airfoil and a water surface or some other surface as the airfoil moves within the zone of the aerodynamic effect of this surface.

4.17 "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.

4.18 "Flashpoint" means a flashpoint determined by a test using the closed-cup apparatus referenced in the International Maritime Dangerous Goods (IMDG) Code.

4.19 "Foil" means a profiled plate or three dimensional construction at which hydrodynamic lift is generated when the craft is under way.

4.20 Ground effect is a phenomenon of increase of a lift force and reduction of inductive resistance of a wing approaching a surface. The extent of this phenomenon depends on the design of the craft but generally occurs at an altitude less than the mean chord length of the wing.

4.21 "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.

4.22 "Lightweight" is the displacement of the craft in tonnes without cargo, fuel, lubricating oil, ballast water and fresh water in tanks, consumable stores, passengers and crew and their effects.

4.23 "Machinery spaces" are spaces containing internal combustion engines with an 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.

4.24 "Maximum operational weight" means the overall weight up to which operation in the intended mode is permitted by the Administration.

4.25 "Maximum speed" is the speed achieved through the air at the maximum continuous propulsion power for which the craft is certified at maximum operational weight.

4.26 "Muster 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 muster stations if all passengers can be instructed there and prepared to abandon the craft.

4.27 "Oil fuel unit" is the equipment used for the preparation of oil fuel for delivery to equipment used for the preparation for delivery of heated oil to an internal combustion engine, and includes any oil pressure pumps, filters and heaters dealing with oil at a pressure of more than 0.18 N/mm2.

4.28 "Open vehicle spaces" are spaces:

    .1 to which any passengers carried have access;

     .2 intended for carriage of motor vehicles with fuel in their tanks for their own propulsion; and

    .3 either open at both ends or open at one end and provided with adequate natural ventilation effective over their entire length through permanent openings in the side plating or deckhead or from above.

4.29 "Operating compartment" means the enclosed area from which the navigation and control of the craft is exercised.

4.30 "Operating station" means a confined area of the operating compartment equipped with necessary means for navigation, manoeuvring and communication, and from where the functions of navigating, manoeuvring, communication, commanding, conning and lookout are carried out.

4.31 "Operational speed" is the normal operating speed at reduced level of propulsion power in ground effect mode.

4.32 "Organization" means the International Maritime Organization.

4.33 "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 a child under one year of age.

4.34 "Passenger craft" is a craft which carries more than twelve passengers.

4.35 "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.

4.36 "Public spaces" are those spaces allocated for the passengers and include main seating areas, lavatories and similar permanently enclosed spaces allocated for passengers.

4.37 "Service spaces" are those enclosed spaces used for pantries containing food warming equipment but no cooking facilities with exposed heating surfaces, lockers, store-rooms and enclosed baggage rooms.

4.38 "Skeg" is a vertical or inclined profiled plate or a volumetric construction, which forms part of or is attached to a wing for the purpose of decreasing the inductive aerodynamic resistance or increasing the effectiveness of static or dynamic air cushions.

4.39 "Special category spaces" are those enclosed spaces intended for the carriage of motor vehicles with fuel in their tanks for their own propulsion, into and from which such vehicles can be driven and to which passengers have access for embarking and disembarking, including spaces intended for the carriage of cargo vehicles.

4.40 "Static air cushion" means a high-pressure region generated by directing air from the propulsion engine or other engine underneath the craft's body and/or wings.

4.41 "System Safety Assessment (SSA)" means a systematic, comprehensive evaluation of the implemented systems to establish safety objectives and to show that the relevant safety requirements are met. The method is described in part C.

4.42 "Unassisted craft" is any passenger WIG craft other than an assisted craft.

4.43 "Worst intended conditions" means the specified environmental conditions within which the intended operation of the craft is provided for in the certification of the craft. This should take into account parameters such as the worst conditions of wind force allowable, 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.

4.44 "WIG craft" is a multimodal craft which, in its main operational mode, flies by using ground effect above the water or some other surface, without constant contact with such a surface and supported in the air, mainly, by an aerodynamic lift generated on a wing (wings), hull, or their parts, which are intended to utilize the ground effect action.

4.45 WIG craft are categorized according to the following types:

      .1 type A: a craft which is certified for operation only in ground effect;

      .2 type B: a craft which is certified to temporarily increase its altitude to a limited height outside the influence of ground effect but not exceeding 150 m above the surface; and

.3 type C: a craft which is certified for operation outside of ground effect and exceeding 150 m above the surface.

4.46 WIG craft operational modes:

.1 "Amphibian mode" is the special short-term mode of amphibian WIG craft when it is mainly supported by a static air cushion and moves slowly above a surface other than water;

.2 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;

.3 "Transitional mode" denotes the transient mode from the displacement mode to the step-taxi mode and vice versa;

.4 "Planing mode" denotes the mode of steady state operation of a craft on water surface by which the craft's weight is supported mainly by hydro-dynamic forces;

.5 "Take off-landing mode" denotes the transient mode from the planing mode to the ground effect mode and vice versa;

.6 "Ground effect mode" is the main steady state operational mode of flying the WIG craft in ground effect;

.7 "Fly-over mode" denotes increase of the flying altitude for WIG craft of types B and C within a limited period, which exceeds the vertical extent of the ground effect but does not exceed the minimal safe altitude for an aircraft prescribed by ICAO provisions; and

.8 "Aircraft mode" denotes the flight of a WIG craft of type C above the minimal safe altitude for an aircraft prescribed by ICAO regulations.

4.47 "Wing" denotes an air foil or other air lift generating surface to support the weight of the craft in flight and may include the fuselage.

5 Maximum/Minimum Allowable Altitude Of WIG Craft In Different Flight Modes

 

5.1 Main operational mode (ground effect mode) for types A, B and C:

- the maximum allowable altitude corresponds to the maximum vertical extent of ground effect as defined in 4.20;

5.2 Fly-over mode for types B and C for emergency situations:

- the maximum allowable altitude for a flight outside of ground effect should be based

on the crafts technical features, taking into account the area of operation, but this altitude is not to exceed 150 m.

5.3 Aircraft mode for type C:

- the minimum altitude of the flight corresponds to the minimum safe altitude for an aircraft prescribed by ICAO regulations. When flying over water it should be at least 150 m; and

- the maximum allowable altitude of the flight is determined in accordance with ICAO provisions.

6 Surveys

 

6.1 Each craft should be subject to the surveys specified below:

     .1 an initial survey before the craft is put into service or before the WIG Craft Safety Certificate is issued for the first time;

     .2 a renewal survey at intervals specified by the Administration but not exceeding 5 years except where 9.5 or 9.10 is applicable;

    .3 a periodical survey within three months before or after each anniversary date of the WIG Craft Safety Certificate; and

     .4 an additional survey as the occasion arises.

6.2 The surveys referred to in 6.1 should be carried out as follows:

.1 the initial survey should include:

          .1.1 an appraisal of the safety assessment and safety management assumptions made as per part C and limitations proposed in relation to loadings, environment, speed and manoeuvrability;

           .1.2 an appraisal of the data supporting the safety of the design, obtained, as appropriate, from calculations, tests and trials;

          .1.3 a System Safety Assessment (SSA) as required by these Interim Guidelines;

          .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 provisions of the Interim Guidelines, are in satisfactory condition and are fit for the service for which the craft is intended;

.2 the renewal and periodical surveys should commence with an assessment of the continued validity of the safety assessment. These surveys should also 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 6.2.1 to ensure that they comply with the requirements of the Interim Guidelines, are in satisfactory condition and are fit for the service for which the craft is intended. The inspection of the craft's bottom should be conducted with the craft out of the water under suitable conditions for close-up examination of any damaged or problem areas; and

.3 an additional survey, either general or partial according to the circumstances, should be carried out after a repair resulting from investigations prescribed in 8.3, or whenever any important repairs or renewals are made. The survey should be such as to ensure that the necessary repairs or renewals have been effectively carried out, 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 provisions of the Interim Guidelines.

6.3 The periodical surveys referred to in 6.1.3 should be endorsed on the WIG Craft Safety Certificate.

6.4 The inspection and survey of the craft, as provided for in these Interim Guidelines, should 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.

6.5 An Administration nominating surveyors or recognizing organizations to conduct inspections and surveys as set forth in 6.4 should, 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 should notify the Organization of the specific responsibilities and conditions of the authority delegated to nominated surveyors or recognized organizations.

6.6 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, such surveyor or organization should immediately ensure that corrective action is taken and should, in due course, notify the Administration. If such corrective action is not taken, the Certificate should be withdrawn and the Administration should be notified immediately; and, if the craft is in an area under the jurisdiction of another Government, the appropriate authorities of the port State should 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 should 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 should ensure that the craft does not continue to operate until it can do so without danger to the craft or the persons on board.

6.7 In every case, the Administration should fully guarantee the completeness and efficiency of the inspection and survey and should undertake to ensure the necessary arrangements to satisfy this obligation.

7 Approvals

The owner of a craft should 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 owner and Administration and, where appropriate, the port State or States commence discussions at the earliest possible stage so that the Administration may fully evaluate the design in determining what additional or alternative requirements should be applied to the craft to achieve the required level of safety.

8 Maintenance Of Conditions After Survey

 

8.1 The condition of the craft and its equipment should be maintained to conform with the provisions of these Interim Guidelines to ensure that the craft in all respects will remain fit to operate without danger to the craft or the persons on board.

8.2 After any survey of the craft under section 6 has been completed, no change should be made to the structure, equipment, fittings, arrangements and materials covered by the survey without the sanction of the Administration.

8.3 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 the structure, equipment, fittings, arrangements and materials, the person in charge or owner of the craft should report at the earliest opportunity to the Administration, the nominated surveyor or recognized organization responsible, who should cause investigations to be initiated to determine whether a survey, as required by section 6, is necessary. If the craft is in an area under the jurisdiction of another Government, the person in charge or the owner should also report immediately to the appropriate authorities of the port State and the nominated surveyor or recognized organization should ascertain that such a report has been made.

9 WIG Craft Safety Certificate

 

9.1 A Certificate called a WIG Craft Safety Certificate is issued after completion of an initial or renewal survey to a craft which complies with the provisions of the Interim Guidelines. The Certificate should 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.

9.2 A Contracting Government to the Convention may, at the request of the Administration, cause a craft to be surveyed and, if satisfied that the provisions of the Interim Guidelines are complied with, should issue or authorize the issue of a Certificate to the craft and, where appropriate, endorse or authorize the endorsement of a Certificate for the craft in accordance with the Interim Guidelines. Any Certificate so issued should 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 should have the same force and receive the same recognition as a Certificate issued under 9.1.

9.3 The Certificate should be of the model given in annex 1 to the Interim Guidelines. If the language used is neither English, French or Spanish, the text should include a translation into one of these languages.

9.4 The WIG Craft Safety Certificate should be issued for a period specified by the Administration which should not exceed 5 years.

9.5 Notwithstanding the requirements of 9.4, when the renewal survey is completed within three months before the expiry date of the existing Certificate, the new Certificate should 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.

9.6 When the renewal survey is completed after the expiry date of the existing Certificate, the new Certificate should 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.

9.7 When the renewal survey is completed more than 3 months before the expiry date of the existing Certificate, the new Certificate should 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.

9.8 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 9.4, provided that the surveys required when a Certificate is issued for a period of 5 years are carried out.

9.9 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 should be accepted as valid for a further period which should not exceed 5 months from the expiry date.

9.10 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 should be granted only for the purpose of allowing the craft to proceed to the place where it is to be surveyed, and then only in cases where it appears proper and reasonable to do so. No Certificate should be extended for a period longer than one month, and a craft to which an extension is granted should not, on its arrival at the place where 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 should be valid to a date not exceeding 5 years from the date of expiry of the existing Certificate before the extension was granted.

9.11 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 9.6 or 9.10. In these circumstances, the new Certificate should be valid to a date not exceeding 5 years from the date of completion of the renewal survey.

9.12 If a periodical survey is completed before the period specified in section 6 then:

       .1 the anniversary date shown on the relevant Certificate should be amended by endorsement to a date which should not be more than 3 months later than the date on which the survey was completed;

      .2 the subsequent periodical survey required by section 6 should be completed at the intervals prescribed by 6.1.3, using the new anniversary date; and

      .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 6.1.3 are not exceeded.

9.13 A Certificate issued under 9.1 or 9.2 should cease to be valid in any of the following cases:

      .1 if the relevant surveys are not completed within the periods specified in 6.1;

     .2 if the Certificate is not endorsed in accordance with 6.3;

     .3 upon transfer of the craft to the flag of another State. A new Certificate should only be issued when the Government issuing the new Certificate is fully satisfied that the craft is in compliance with the requirements of 8.1 and 8.2. 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 should, 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.

9.14 The privileges of the Interim Guidelines may not be claimed in favour of any craft unless it holds a valid Certificate.

Part B Interim Recommendations

 

Chapter 1 Buoyancy, Stability And Subdivision

 

Chapter 10 Remote Control, Alarm And Safety Systems

 

Chapter 11 Electrical Installations

 

Chapter 12 Navigational Equipment

 

Chapter 14 Operating Compartment Layout

 

Chapter 15 Aerodynamic Stabilization Systems

 

This chapter has been developed on the assumption that the fitting and operation of stabilization systems is most applicable to the ground effect mode. Where a craft is fitted with hydrodynamic stabilization control systems within the meaning of chapter 16 of the 2000 HSC Code, that system should comply with the requirements of that Code.

Where conflict exists between the aerodynamic meaning of terms used in this chapter and the marine terminology used elsewhere in these Interim Guidelines, the aerodynamic meaning is intended to be followed.

Chapter 16 Handling, Controllability And Performance

 

Chapter 17 Operational Provisions

 

Chapter 18 Inspection And maintenance Provisions

18.1     The  inspection  and  maintenance  measures  implemented  on  a  craft  should  be  to  the satisfactionoftheAdministration.  Thesemeasuresmaybecarriedoutdirectlybytheoperator's organizationorbyanyorganizationonwhichtheoperatormaycallinthemaintenanceofthecraft andshouldspecifythescopeofthedutieswhichanypartoftheorganizationmaycarryout,having regardtothenumberandcompetenceofitsstaff,facilitiesavailable,arrangementsforcallingon specialist  assistance  should  it  be  necessary,  record-keeping,  communication  and  allocation  of responsibilities.

 

18.2     Thecraftandequipmentshouldbemaintained to the satisfaction of the Administration, in particular:

 

.1         routinepreventiveinspectionandmaintenanceshouldbeperformedtoaschedule approved by the Administration, including:

 

.1         inspectionandmaintenancehavingregardatleastinthefirstinstancetothe manufacturer's schedule;

 

.2         daily inspections by the crew; and

 

.3         routine checks on operational mass and centre of gravity;

 

.2         intheperformanceofmaintenancetasks,dueregardshouldbepaidtomaintenance manuals,servicebulletinsacceptabletotheAdministrationandtoanyadditional instructions ofthe Administration in this respect;

 

.3         allmodificationsshouldberecordedandtheirsafetyaspectsinvestigated.  Whereit could  have  any  effect  on  safety,  the  modification,  together  with  its  installation, shouldbetothesatisfactionoftheAdministration.  Ifappropriate,theeffectofa modificationshouldbeassessedinaccordancewithpartCandtheAdministration may require that its safety be demonstrated through trials;

 

.4         appropriate  arrangements  should  be  provided  for  informing  the  master  of  the serviceable state of his craft and its equipment;

 

 

 

 

 

 

 

 

 

 

 

.5         the  duties  of  the  operating  crew  in  respect  of  maintenance  and  repairs  and  the procedureforobtainingassistancewithrepairswhenthecraftisawayfromthebase port should be clearly defined;

 

.6         themastershouldreporttothemaintenanceorganizationanydefectsandrepairs which are known to have occurred during operations; and

 

.7         recordsofdefectsandtheircorrectionshouldbemaintainedandthosedefectsof recurrentnature,orthosewhichadversely affectcraftorpersonalsafety,shouldbe reported to the Administration.

 

18.3     TheAdministrationshouldbesatisfiedthatarrangementsareprovidedforensuringadequate inspection, maintenance and recording of all life-saving appliances and distress signals carried.

Chapter 2 Structures

 

Chapter 3 Accommodation And Escape Measures

 

Chapter 4 Directional, Attitude And Altitude Control Systems

 

Chapter 5 Anchoring, Towing And Berthing

 

Chapter 6 Fire Safety

-

Chapter 7 Life-Saving Appliances And Arrangements

 

Chapter 8 Machinery

 

Chapter 9 Auxiliary Systems

 

Part C Safety Assessment And Safety Management

 

The safety assessment process provides a rational basis for the assessment of the safety of a craft by applying basic objective requirements for craft functions and for those systems installed on board the craft that perform these functions. Moreover, specific requirements are generated in the assessment process where the risk associated with particular failure conditions warrants this.

The present part is organized as follows:

A brief summary of the underlying probability concept and some basic definitions are given in chapter 1 below. Safety of WIG craft must be ensured throughout the entire service life. The processes and methods employed vary in the different phases of the life cycle and are accordingly grouped in two separate chapters: safety assessment for craft systems and safety management covering the operational phase.

The first, described in chapter 2 "Safety assessment for WIG craft systems", constitutes a thorough assessment of potential failures and the outcome of potential failures occurring alone or in combination. It covers the phases from initial design to commissioning of the craft. The second, described in chapter 3 "Safety management", is primarily concerned with the operational phase of the craft and seeks to ensure safe management and operation.

1 General

1.1 The safety assessment process is based on the principle that an inverse relationship should exist between the probability of an occurrence and the severity of its effect. This principle is illustrated in table 1, relating the category of effect to acceptable levels of probability.

1.2 To ensure consistency in the application of the safety assessment process the following definitions apply.

2 Definitions

 

2.1       “Commoncause”meansanoccurrencethataffectsseveralelementswhichareotherwise considered independent or redundant.

 

2.2       “Failure” is a loss of function or a malfunction of a systemor part of a system.

 

2.3       “Failurecondition”isa  conditionwithaneffectonthecraftanditsoccupantscausedbyone or more failures, taking into account relevant adverseoperationalorenvironmentalconditions.  A Failure Condition is classified according to the severity of its effects.

 

2.4       “Failureeffect”istheconsequenceofafailureconditionatcraft,systemoritemlevel. Failure effects are categorized as follows*:

 

 

                  

.1         “Minor effect” means  the  effect  of  failure  conditions  that  does  not  significantly reduce  craft  safety,  and  which  involve  crew  actions  that  are  well  within  their capabilities.Failureconditionswithaminoreffectmayinclude,forexample,aslight reduction  in  safety  margins  or  functional  capabilities,  a  slight  increase  in  crew workload, or some inconvenience to occupants.

 

.2         “Majoreffect”meanstheeffectoffailureconditionsthatreducesthecapabilityofthe craftortheabilityofthecrewtocopewithadverseoperatingconditionstotheextent that  there  would  be,  for  example,  a  significant  reduction  in  safety  margins  or functionalcapabilities,asignificantincreaseincrewworkloadorinconditions impairing crew efficiency, or discomfortto occupants, possibly including injuries.

 

.3         “Hazardouseffect”meanstheeffectoffailureconditionsthatreducesthecapability ofthecraftortheabilityofthecrewtocopewithadverseoperatingconditionstothe extent  that  there  would  be,  for  example,  a  large  reduction  in  safety  margins  or functionalcapabilities,physicaldistressorhigherworkloadsuchthattheflightcrew cannot be relied upon to performtheir tasksaccuratelyorcompletely,orseriousor fatal injuries to a relatively small number of occupants.

 

.4         “Catastrophiceffect”meanstheeffectoffailureconditionsthatleadstoalossofthe craft and/or multiple fatalities.

 

.5         “Hazard” is  a  potentially  unsafe  conditionresultingfromfailures,malfunctions, external events, errors, or a combination of these.

 

2.5       “Probabilitylevel” meansanacceptableprobabilityrangeandshouldbeestablishedasthe riskperhouringroundeffectoperation,basedontheexpectedmeanoperatingtimeforthecraft. Five probability levels are distinguished:

 

.1         “Extremelyimprobable”failureconditionswouldbeunlikelytoariseintheentire operational life of all craft of one type (at worst 10-9).

 

.2         “Extremelyremote”failureconditionsareunlikelytooccurwhenconsideringthe totaloperationallifeofallcraftofonetype,butneverthelesshavetobeconsideredas being possible (at worst 10-7).

 

.3         “Remote”failureconditionsareunlikelytooccurtoeachcraftduringitstotallifebut mayoccurseveraltimeswhenconsideringthetotaloperationallifeofanumberof craft of a type (at worst 10-5).

 

.4         “Reasonablyprobable”failureconditionscouldariseseveraltimesinthelifeofa craft (between 10-5  and 10-3).

 

.5         “Frequent”failure conditions are those having a probability greater then 10-3.

 

2.6       “Risk”meansthefrequency(probability)ofoccurrenceandtheassociatedlevelofhazard.

 

2.7       “Safetyassessment” meansasystematicevaluationofthecraftfunctionsandthedesignof systemsperformingthesefunctions.   Itusesrecognizedmethodstoidentifyfailureconditions, establish safety objectives and requirements and evaluate the implemented system.

 

  2.8       “Safetyrequirement”meansastatementinaspecificationthatcanbevalidatedandagainst which an implementation can be verified.

 

 

______________________

*RefertotheUSJointAviationRequirement(JAR)25andtheAdvisoryMaterial-Joint(AMJ)25.1309.

 

 

Chapter 1 Use Of Probability Concept

Chapter 2 Safety Assessment For Wig Craft Systems

 

Safety of WIG craft can only be achieved by a thorough assessment of potential failures, occurring separately or in combination, and of the effect of these failures on the craft and its occupants. The assessment process seeks to identify critical failure conditions, to assess their effect on the craft and its occupants, and to derive safety objectives for the systems concerned. Its main objective is to provide insight into the crafts failure characteristics and thereby assist the Administration in evaluating the levels of safety proposed for the crafts operation. Furthermore, the assessment should state clearly those procedures upon which safety depends during the operational life of the craft, so that the level of safety can be maintained. Section 1 below describes the individual steps involved in the safety assessment procedure.

Different analysis techniques may be applied in the various stages of the assessment process. Section 2 contains guidance and suggestions on suitable methods for conducting the safety assessment.

Chapter 3 Safety Management

Whenthecraftentersservice,safetyassessmentdoesnotstop.  Itisimportantthatamanagement systemisinplacethatensuresthatallthoseaspectsidentifiedinthesafetyassessmentrelatingto operational  procedures,  regular  checks  and  maintenance  tasks  are  implemented  so  that  safety standardscanbeupheld.  TheappropriatemechanismforthisisprovidedbytheInternationalSafety Management(ISM)Code,requiringtheoperatortoimplementaSafetyManagementSystem(SMS). The SMS should incorporate results fromthe PSSA and SSA, in particular with reference to:

 

.1         crew operational procedures;

 

.2         emergency procedures and actions;

 

.3         procedures related to the control of hazardous situations and accidents;

 

 

 

.4         maintenanceproceduresforequipmentwhosesuddenfailuremayhaveahazardous or catastrophic effect;

 

.5         inspection intervals and methods; and

 

.6         controlofdocumentsanddatarelevantfortheSMSaswellastheintegrityand operation of the craft.

 

 

Probability
(q uantitative)   10 - 0     1                                10 - 3   1                                 10 - 5     1                                                                             1 0 - 7     1                                                                             1 0 - 9   1   h                                            h                                            h                                                                                          h                                                                                       h
P r oba b i l i t y ( descriptive) FAA     JAA	P r o bable                                                                         Improbable			Extremely   Imp r o b a ble
	F r e quent	R e asonably   P r o bable                                R e m ot e	Extremely   R e m o te
C a t e g o r y o f E f f ec t	Mino r                                                  Major		H a z ardous	C atast r o p hic
Effect on craft, occupants andenvironment	- slight reduction in safety          - significant reduction in   margins   or   functional             safetymarginsorfunctional   capabilities;or                                  capabilities;or     - slight   increase   in   crew       - significantincreaseincrew   workload;or                                      workload;or     - some   inconvenience   to       - discomfo

Preamble

 

1 Traditionally, the safety of ships has been regulated through instruments such as the International Convention for the Safety of Life at Sea, 1974, and the International Convention on Load Lines 1966 through provisions under which the ship is self-sufficient for all normal and emergency operational situations. Provision has been made in these conventions for reduced requirements to be applied to near-coastal voyages.

2 New types of craft have been developed in recent years, for which maintenance of internationally acceptable risk levels has been achieved by elimination of some safety hazards and increased reliance on safety-related facilities available in the restricted area of a crafts operation. These craft, which are predominantly of light weight and operate at substantially greater speeds than conventional craft, could not be accommodated under traditional maritime safety instruments. IMO responded first by developing the Code of Safety for Dynamically Supported Craft (1977) and later the Codes of Safety for High-Speed Craft 1994 and 2000. These codes cover all types of high-speed craft operated in contact with the sea surface, including planing vessels, multihull craft, ground effect ships and air cushion vehicles.

3 One type of marine vehicle not covered by the 2000 HSC Code is the wing-in-ground (WIG) craft. These craft are supported in their main operational mode solely by aerodynamic forces which enable them to operate at low altitude above the sea surface but out of direct contact with that surface. Accordingly, their arrangement, engineering characteristics, design, construction and operation have a high degree of commonality with those characteristic of aircraft. However, they operate with other waterborne craft and must necessarily utilize the same collision avoidance rules as conventional shipping. Amendments to the International Regulations for Preventing Collisions at Sea (resolution A.910(22)), adopted by the twenty-second IMO Assembly on 29 November 2001), developed by the Sub-Committee on Safety of Navigation, take into account the operational peculiarities of WIG craft.

4 IMO and ICAO have agreed that any WIG craft capable of sustained flight outside the influence of ground effect should also be subject to the rules and regulations of ICAO. Other craft, including those with limited fly-over capability, should be covered only by the maritime regulatory regime.

5 In view of the configuration of WIG craft, which are between the maritime and aviation regulatory regimes, IMO has developed these Interim Guidelines on a flexible risk management basis with reduced emphasis on prescriptive standards compared to the 2000 HSC Code. Notwithstanding the changed emphasis, the Interim Guidelines are intended to achieve comparable safety standards to those of the 1974 SOLAS Convention and include relevant recommendations adapted from the 2000 HSC Code.

6 Significant differences between WIG craft and high-speed craft reflected in the Interim Guidelines include:

     .1 substantially higher speeds of WIG craft and consequently larger distances travelled in a given time at operational speed;

     .2 the possibility of amphibious WIG craft being operated from land base;

     .3 the need for risk and safety levels to be assessed on a holistic basis, recognizing that high levels of operator training, comprehensive and thoroughly implemented procedures, high levels of automation and sophisticated software can all make significant contributions to risk reduction;

     .4 reduced ability of WIG craft to carry and deploy equipment and systems traditionally associated with seagoing craft;

     .5 changed use of traditional ship terminology, such as stability, for the safety of WIG craft in the operational mode and corresponding increase in the use of aviation terminology, such as controllability; and

     .6 the capacity of a WIG craft to mitigate hazards associated with its airborne mode by its ability to land on water at any time.

     .7 In order to provide as much guidance as possible to those involved in the design, construction and operation of WIG craft, the Interim Guidelines have been prepared in three parts:

   .1 part A provides general information applicable to all craft;

   .2 part B includes provisions that may be subordinate to measures developed through the safety assessment recommendations of part C; and

   .3 part C details the safety assessments required for all craft.

8 The Interim Guidelines are expected to be applied to WIG craft carrying 12 persons or more. In this regard they need to be able to accommodate a much broader range of craft sizes and passenger numbers than the HSC Code.

9 In developing these Interim Guidelines, care has been taken to ensure that WIG craft do not impose unreasonable demands on other users of the marine environment and conversely that reasonable accommodation is made by those users to facilitate WIG craft operations.

10 It should be noted that the Interim Guidelines are an initial document on which to base the safe design, construction and operation of these novel craft, but should be reviewed as necessary to reflect experience gained in their implementation and to further improve the safety of these craft, their passengers and crew.

Annex 1

 

   FORM OFWING-IN-GROUNDCRAFTSAFETYCERTIFICATEAND RECORDOFEQUIPMENT

 

 

 

 

 

     WING-IN-GROUND CRAFTSAFETYCERTIFICATE

 

 

      ThisCertificateshouldbesupplementedbyaRecordofEquipment

 

 

        (Officialseal)                                                                                                                                 (State)

                                                           Issuedundertheprovisionsofthe

 

INTERIMGUIDELINESFORWIGCRAFT

 

(MSC/Circ.1054)

 

 

undertheauthorityoftheGovernmentof

 

 

...............................................................................................................

                                (fulldesignationoftheState)

 

 

 

 

 

by...........................................................................................................

 

(fullofficialdesignationofthecompetentpersonor

 organizationauthorizedbytheAdministration)

 

 

Particularsofcraft*

 

 

Nameofcraft...........................................................................................................................................

Manufacturer'smodelandhullnumber...................................................................................................

Distinctivenumberorletters....................................................................................................................

IMOnumber**.........................................................................................................................................

Portofregistry........................................................................................................................................

Grosstonnage.........................................................................................................................................

Designwaterlinecorrespondingtodraughtsatdraughtmarksof.........forward,.........aft

 

 

 

 

 

 

 

Category            Assistedpassengercraft/unassistedpassengercraft/cargocraft*

 

Crafttype            WIGcraft,TypeA/B/C,monohull/multihull/other(givedetail.................)*

Dateonwhichkeelwaslaidorcraftwasat

 

asimilarstageofconstructionoronwhich

 

amajorconversionwascommenced.......................................................................................................

THISISTOCERTIFY:

 

1          That the above-mentioned craft has been duly surveyed in accordance with the applicable provisionsoftheInterimGuidelinesforWIGcraft.

 

 

2          Thatthesurveyshowedthatthestructure,equipment,fittings,radiostationarrangementsand materialsofthecraftandtheconditionthereofareinallrespectssatisfactoryandthatthecraftcomplies withtherelevantprovisionsoftheInterimGuidelines.

 

 

3          Thatthelife-savingappliancesareprovidedforatotalnumberof.....personsandnomoreas follows:

 

.................................................................................................................................................................

 

.................................................................................................................................................................

 

 

4          That,inaccordancewith11,PartA,thefollowingequivalentshavebeengrantedinrespectofthe craft:

 

 

paragraph           .......................................                   equivalentarrangement

 

             .......................................

 

.......................................                                                                  ......................................

Thiscertificateisvaliduntil.....................................................................................................................

 

Issuedat........................................................................................................................................................................

                                                         (Placeofissueofcertificate)

 

 

 

 

.......................                                                     .........................................................................................

 

(Dateofissue)                                                     (Signatureofauthorizedofficialissuingthecertificate)

 

 

.......................................................................................

 

(Sealorstampoftheissuingauthority,asappropriate)

 

 

 

 

Endorsement forperiodicalsurveys

 

 

Thisistocertifythat,atasurveyrequiredby6,PartA,thiscraftwasfoundtocomplywiththerelevant provisionsoftheInterimGuidelines.

 

 

 

 

 

 

Periodicalsurvey:                                    Signed:...................................................................................

 

(Signatureofauthorizedofficial)

 

Place: ................................................................................... Date:  ...................................................................................

 

 

....................................................................................

 

(Sealorstampofauthority,asappropriate)

 

 

Periodicalsurvey:                                      Signed:.....................................................................................

 

(Signatureofauthorizedofficial)

 

Place:........................................................................................ Date:  ........................................................................................

 

 

....................................................................................

 

(Sealorstampofauthority,asappropriate)

 

 

Periodicalsurvey:                                      Signed:......................................................................................

 

(Signatureofauthorizedofficial)

 

Place:......................................................................................... Date:  .....................................................................................

 

 

....................................................................................

 

(Sealorstampofauthority,asappropriate)

 

 

Periodicalsurvey:                                      Signed:......................................................................................

 

(Signatureofauthorizedofficial)

 

Place:........................................................................................ Date:  ........................................................................................

 

 

....................................................................................

 

(Sealorstampofauthority,asappropriate)

 

 

 

 

 

Endorsement toextendtheCertificateifvalidforlessthan5yearswhere9.8,PartA,applies

 

 

Thiscraftcomplieswiththerelevantrequirements

 

 

 

 

 

Periodicalsurvey:                                    Signed:...................................................................................

 

(Signatureofauthorizedofficial)

 

Place: ................................................................................... Date:  ...................................................................................

 

 

....................................................................................

 

(Sealorstampofauthority,asappropriate)

 

 

Periodicalsurvey:                                      Signed:.....................................................................................

 

(Signatureofauthorizedofficial)

 

Place:........................................................................................ Date:  ........................................................................................

 

 

....................................................................................

 

(Sealorstampofauthority,asappropriate)

 

 

Periodicalsurvey:                                      Signed:......................................................................................

 

(Signatureofauthorizedofficial)

 

Place:......................................................................................... Date:  .....................................................................................

 

 

....................................................................................

 

(Sealorstampofauthority,asappropriate)

 

 

Periodicalsurvey:                                      Signed:......................................................................................

 

(Signatureofauthorizedofficial)

 

Place:........................................................................................ Date:  ........................................................................................

 

 

....................................................................................

 

(Sealorstampofauthority,asappropriate)

 

 

 

 

 

Endorsement toextendtheCertificateifvalidforlessthan5yearswhere9.8,PartA,applies

 

 

ThiscraftcomplieswiththerelevantrequirementsoftheInterimGuidelines,andthisCertificateshould,

 

inaccordancewith9.8,PartA,beacceptedasvaliduntil.................................................

 

 

Signed:......................................................................................

 

(Signatureofauthorizedofficial)

 

Place:........................................................................................ Date:  ........................................................................................

 

 

....................................................................................

 

(Sealorstampofauthority,asappropriate)

 

 

 

 

 

Endorsement wheretherenewalsurveyhasbeencompletedand9.9,PartA,applies

 

 

ThiscraftcomplieswiththerelevantprovisionsoftheInterimGuidelines,andthisCertificateshould,in accordancewith9.9,PartA,beacceptedasvaliduntil.......................................

 

 

Signed:.....................................................................................

 

(Signatureofauthorizedofficial)

 

Place:........................................................................................ Date:  ........................................................................................

 

 

....................................................................................

 

(Sealorstampofauthority,asappropriate)

 

 

 

 

Endorsement to extend the validity of the Certificate until reaching the port of survey where 9.10, Part A,applies

 

ThisCertificateshould,inaccordancewith9.10,PartA,beacceptedasvaliduntil................... Signed:......................................................................................

 

(Signature ofauthorizedofficial)

 

Place:........................................................................................ Date:  ........................................................................................

 

 

....................................................................................

 

(Sealorstampofauthority,asappropriate)

 

 

 

 

Endorsement fortheadvancementoftheanniversarydatewhere9.13,PartA,applies

 

Inaccordancewith9.13,PartA,thenewanniversarydateis...................................................... Signed:......................................................................................

 

(Signature ofauthorizedofficial)

 

Place:........................................................................................ Date:  ........................................................................................

 

 

....................................................................................

 

(Sealorstampofauthority,asappropriate)

 

Inaccordancewith9.13,PartA,thenewanniversarydateis...................................................... Signed:......................................................................................

 

(Signatureofauthorizedofficial)

 

Place:........................................................................................ Date:  ........................................................................................

 

 

....................................................................................

 

(Sealorstampofauthority,asappropriate)

 

 

 

 

 

 

 

 

________________________

 

 

*              Alternatively,theparticularsofthecraftmaybeplacedhorizontallyinboxes.

 

 

**             InaccordancewiththeIMOshipidentificationnumberscheme,adoptedbytheOrganizationby resolutionA.600(15).

 

*           Deleteasappropriate.

 

Record Of Equipment For Wing-In-Ground Craft Safety Certificate

ThisRecordshouldbepermanentlyattachedtothe

 

Wing-in-GroundCraftSafetyCertificate

 

 

RECORD OFEQUIPMENTFORCOMPLIANCEWITHTHE

 

INTERIM GUIDELINES FOR WIG CRAFT

1 Particulars Of Craft

Nameofcraft...........................................................................................................................................

 Manufacturer'smodelandhullnumber...................................................................................................

 Distinctivenumberorletters....................................................................................................................

 IMOnumber*...........................................................................................................................................

 Category:  Assistedpassengercraft/unassistedpassengercraft/cargocraft**

 

CraftType:          WIGcraft,TypeA/B/C,monohull,multihull,other

 

(givedetail...................................)**

 

 

Numberofpassengersforwhichcertified...............................................................................................

 Minimumnumberofpersonswithrequiredqualificationstooperatetheradioinstallations..................

 

________

 

*              In   accordance   with   the   IMO   ship   identification   number   scheme   adopted   by   the   Organization   by

 

resolutionA.600(15).

 

 

**             Deleteasappropriate.

 

 

 

2 Details Of Life-Saving Appliances

3 Details Of Radio Facilities

 

_____________

*                      UnlessanotherdateisdeterminedbytheMaritimeSafetyCommittee,thisitemneednotbereproducedonthe recordattachedtocertificatesissuedafter1February1999.

 

 

**                    Thisitemneednotbereproducedontherecordattachedtocertificatesissuedafter1February1999.

 

 

 

4 Methods Used To Ensure Availability Of Radio Facilities

(chapter13oftheInterimGuidelines)

 

 

 

 

 

 

4.1        Duplicationofequipment............................................................................................................

 

 

4.2        Shore-basedmaintenance............................................................................................................

 

 

4.3        At-seamaintenancecapability.....................................................................................................

 

 

THISISTOCERTIFYthatthisRecordiscorrectinallrespects. Issuedat.............................................................

 

(PlaceofissueoftheRecord)

 

 

 

 

 

.......................                                                                   ..........................................................................

 

(Dateofissue)                                                                         (Signatureofdulyauthorizedofficial issuingtheRecord)

 

 

 

 

 

.........................................................................................

 

(Sealorstampoftheissuingauthority,asappropriate)

 

 

Annex 2 Form Of Permit To Operate Wig Craft

                                                 PERMIT TOOPERATEWIGCRAFT

 

Issuedundertheprovisionsofthe

 

 

                                          INTERIMGUIDELINESFORWIGCRAFT

 

(MSC/Circ.1054)

 

 

 

 

1          Nameofcraft...............................................................................................................................

 

 

2          Manufacturer'smodelandhullnumber.......................................................................................

 

 

3          Distinctivenumberorletters.......................................................................................................

 

 

4          IMOnumber*..............................................................................................................................

 

 

5          Portofregistry............................................................................................................................

 

 

6          Categoryofcraft:          Assistedpassengercraft/unassistedpassengercraft/cargocraft**

 

 

7          Nameofoperator........................................................................................................................

 

.....................................................................................................................................................

 

 

8          Areasorroutesofoperation.......................................................................................................

 

.....................................................................................................................................................

 

.....................................................................................................................................................

 

 

9          Baseport(s).................................................................................................................................

 

 

10         Maximumdistancefromplaceofrefuge....................................................................................

 

.....................................................................................................................................................

 

 

11         Numberof:

 

 

.1          passengersmaximumpermitted.....................................................................................

 

.2          manningscalerequired...................................................................................................

 

 

 

 

 

12         Worstintendedconditions..........................................................................................................

 

.....................................................................................................................................................

 

.....................................................................................................................................................

 

 

13         Otheroperationalrestrictions ....................................................................................................

 

.....................................................................................................................................................

 

.....................................................................................................................................................

 

 

 

 

This permit confirms that the service mentioned above has been found to be in accordance with the general provisions of 2.2 to 2.7, Part A.

 

THISPERMITisissuedundertheauthorityoftheGovernmentof......................................................

 

.................................................................................................................................................................

 

 

THISPERMITisvaliduntil.................................................................................................................... subjecttotheWing-in-GroundCraftSafetyCertificateremainingvalid.

 

 

 

 

Issuedat...............................................

            (Placeofissueofpermit)

 

                                                                                                                

 

 

 

........................                                                                  ...........................................................................

 

(Dateofissue)                                                                        (Signatureofdulyauthorizedofficial issuingthepermit)

 

 

 

 

..........................................................................................

 

(Sealorstampoftheissuingauthority,asappropriate)

 

 

 

_________________________

 

*              In accordance with the IMO ship identification number scheme, adopted by the Organization by

 

resolutionA.600(15).

 

 

**             Deleteasappropriate.

 

Annex 3 ICE Accretion Applicable To All Types Of Craft

1 Lcing Allowances

 

1.1       For  craft  operating  in  areas  where  ice  accretion  is  likely  to  occur,  the  following  icing allowance should be made in the stability calculations:

 

.1         30 kg/m2   on exposed weather decks and gangways;

 

.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 (exceptmasts)andriggingandtheprojectedlateralareaofothersmallobjectsshould becomputedbyincreasingthetotalprojectedareaofcontinuoussurfacesby5%and the static moments of this area by 10%; and

 

.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         Withintheareasdefinedin2.1,2.3,2.4and2.5knowntohaveicingconditions significantlydifferentfromthosein1.1,iceaccretionrequirementsofonehalfto twice the required allowance may be applied.

 

.2         Withintheareadefinedin2.2,whereiceaccretioninexcessoftwicetheallowance requiredby1.1maybeexpected,moresevereallowancesthanthosegivenin1.1 may be applied.

 

1.3       Information  should  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:

 

.1         durationofthevoyageintermsoftheperiodspentinreachingthedestinationand returning to port; and

 

.2         consumptionratesduringthevoyageforfuel,water,storesandotherconsumables.

 

2 Areas Of Icing Conditions

In the application of section 1, the following icing areas should apply:

 

.1         Theareanorthoflatitude65°30'N,betweenlongitude28°Wandthewestcoastof Iceland;northofthenorthcoastofIceland;northoftherhumblinerunningfrom latitude66°N,longitude15°Wtolatitude73°30'N,longitude15°E,northoflatitude 73°30'Nbetweenlongitude15°Eand35°E,andeastoflongitude35°E,aswellas north of latitude 56°N in the Baltic Sea.

 

 

                  

2         Theareanorthoflatitude43°NboundedinthewestbytheNorthAmericancoastand theeastbytherhumblinerunningfromlatitude43°N,  ngitude48°Wtolatitude 63°N, longitude 28°Wand thence along longitude 28°W.

 

.3         AllseaareasnorthoftheNorthAmericancontinent,westoftheareasdefinedin subparagraphs .1 and .2 of this paragraph.

 

.4         The Bering and OkhotskSeas and the TartaryStrait during the icing season.

 

.5         South of latitude 60°S.

 

A chart to illustrate the areas is attached.

 

3 Special Requirements

 

Craft intended for operation in areas where ice accretion is known to occur should be:

.1 designed to minimize the accretion of ice; and

.2 equipped with such means for removing ice as the Administration may require.

Annex 4

 

 

The stability of these craft shouldbeconsideredinthehull-borne,transientandfoil-bornemodes. Thestabilityinvestigationshouldalsotakeintoaccounttheeffectsofexternalforces.Thefollowing procedures are outlined for guidance in dealing with stability.

              

 

1          Surface-piercing hydrofoils

 

1.1       Hull-borne mode

 

1.1.1    The stability should be sufficient to satisfy the provisions of 1.1.3 and 1.1.4 below.

 

1.1.2    Heeling moment due to turning

 

Theheelingmomentdevelopedduringmanoeuvringofthecraftinthedisplacementmodemaybe derived fromthe following formula:

 

                              

 

 

 

                             where:

 

MR  = moment of heeling;

 

Vo  = speed ofthe craft in the turn (m/s);

 

? = displacement (t);

 

L = length ofthe craft at the waterline (m);

 

KG = height of the centre of gravity above keel (m).

 

Thisformulaisapplicablewhentheratiooftheradiusoftheturningcircletothelengthofthecraft

is 2 to 4.

 

1.1.3    Relationshipbetweenthecapsizingmomentandheelingmomenttosatisfytheweather criterion

 

Thestabilityofahydrofoilboatinthedisplacementmodecanbecheckedforcompliancewiththe weather criterion K as follows:

K=M c   ³ 1

M v

 

where:

 

 

Mc = minimumcapsizing moment as determined when account is taken of rolling;

 

Mv  = dynamically applied heeling moment due to the wind pressure.

 

 

 

 

 

1.1.4    Heeling moment due to wind pressure

 

Theheeling momentMv isaproductofwindpressurePv,thewindageareaAv andtheleverofthe windage area Z.

 

Mv  = 0.001 PvAvZ         (kNm)

 

The value of the heeling moment is taken as constant during the whole period of heeling.

 

ThewindageareaAv  isconsideredtoincludetheprojectionsofthelateralsurfacesofthehull, superstructureandvariousstructuresabovethewaterline.  ThewindagearealeverZisthevertical distancetothecentreofwindagefromthewaterlineandthepositionofthecentreofwindagemaybe taken as the centre of the area.

 

ThevaluesofthewindpressureinPascalassociatedwithForce7Beaufortscale,dependingonthe position of the centre of the windage area, are given in table 1.

 

Table 1

 

Typical wind pressures, 100 nautical miles from land, for Beaufort scale 7

 

Z above waterline (m)	1.0	1.5	2.0	2.5	3.0	3.5	4.0	4.5	5.0
Pv  (Pa)	46	46	50	53	56	58	60	62	64

 

 

Note: These values may not be applicable in all areas.

 

1.1.5    Evaluation of the minimumcapsizing moment Mc in the displacement mode

 

Theminimumcapsizingmomentisdeterminedfromthestaticanddynamicstabilitycurvestaking rolling into account.

 

.1         Whenthestaticstabilitycurveisused,Mc isdeterminedbyequatingtheareasunder the  curves  of  the  capsizing  and  rightingmoments  (or  levers)  taking  rolling  into account,asindicatedbyfigure1,whereqz istheamplitudeofrollandMKisaline drawn parallel to the abscissa axis such that the shaded areas S1  and S2  are equal.

 

Mc = OM, if the scale of ordinates represents moments,

 

Mc = OM¿ displacement, if the scale of ordinates represents levers.

 

 

 

 

 

 

.2         When  the  dynamic  stability  curve  is  used,  first  an  auxiliary  point  A  should  be determined.Forthispurposetheamplitudeofheelingisplottedtotherightalongthe abscissa axis and a point A'is found (seefigure 2).  A line AA'isdrawnparallelto the  abscissa  axis  equal  to  the  double  amplitude  of  heeling  (AA'  =  2qz)  and  the requiredauxiliarypointAisfound.  AtangentACtothedynamicstabilitycurveis drawn.  FromthepointAthelineABisdrawnparalleltotheabscissaaxisandequal to1radian(57.3°).  FromthepointBaperpendicularisdrawntointersectwiththe tangentinpointE.Thedistance  BE  isequaltothecapsizingmomentifmeasured alongtheordinateaxisofthedynamicstabilitycurve.   If,however,thedynamic stabilityleversareplottedalongthisaxis,BEisthenthecapsizinglever,andinthis casethecapsizingmomentMc  isdeterminedbymultiplicationofordinate  BE  (in metres) by the corresponding displacement in tons

 

 

Mc = 9.81 D BE                      (kNm)

 

.3         The amplitude of rolling qz isdeterminedbymeansof modeland full-scaletestsin irregular  seas  as  a  maximum  amplitude  of  rolling  of  50  oscillations  of  a  craft travellingat90°tothewavedirectioninseastatefortheworstdesigncondition.  If such data are lacking the amplitude is assumed to be equal to 15°.

 

.4         The effectiveness of the stability curves should be limited to the angle of flooding.

 

              

Annex 5 Residual Stability

1 Stability Criteria In The Intact Condition

 

A multihull craft, in the intact condition, should 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 should 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 angleq should be at least:

 A1  = 0.055 ¿ 30°/q                                                            (m.rad)

where ? is the least ofthe following angles:

 

.1         the downflooding angle;

 

.2         the angle at which the maximumGZ occurs; and

 

.3         30°.

 

1.2 Maximum GZ

 

The maximumGZ value should occur at an angle of at least 10°.

1.3 Heeling Due To Wind

 

The  wind  heeling  lever  should  be  assumed  constant  at  all  angles  of  inclination  and  should  be calculated as follows:

 

 

 

 

 

where:

 

Pi* =500          (Pa)

 

A  =  projectedlateralareaoftheportionoftheshipabovethelightestservicewaterline  (m2)

 

Z  =  verticaldistancefromthecentreofAtoapointonehalfthelightestservicedraught(m)

 

D  =  displacement (t)

 

 

 

 

 

 

 

 

____________________________________

 

 

 

*              ThevalueofPi  for ships in restricted service may be reduced, subject to the approval of the Administration.

 

 

1.4 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, whicheveristhegreater,shouldbeappliedincombinationwiththeheelingleverduetowind(HL2).

 

1.4.1    Heeling due to passenger crowding

 

Whencalculatingthemagnitudeoftheheelduetopassengercrowding,apassengercrowdinglever should be developed using the assumptions stipulated in these InterimGuidelines.

 

1.4.2    Heeling due to high-speed turning

 

Whencalculatingthemagnitudeof theheelduetotheeffectsofhigh-speedturning,ahigh-speed turning lever should be developed using the following formula:

 

 

                                                         

 

 

where:

 

 

TL = turning lever (m)

 

Vo= speed ofcraft in the turn (m/s) R = turning radius (m)

KG = height of vertical centre of gravity above keel (m)

 

d = mean draught (m)

 

g = acceleration due to gravity (m/s2)

 

1.5 Rolling In Waves (Figure 1)

 

Theeffectofrollinginaseawayuponthecraft'sstabilityshouldbedemonstratedmathematically.In doingso,theresidualareaundertheGZcurve(A2),i.e.beyondtheangleofheel(qh),shouldbeat leastequalto0.028m.raduptotheangleofrollqr.  Intheabsenceofmodeltestorotherdataqr should be taken as 15° or an angle of (qd  - qh), whichever is less.

2 Criteria For Residual Stability After Damage

 

2.1       Themethodofapplicationofcriteriatotheresidualstabilitycurveissimilartothatforintact stabilityexceptthatthecraftinthefinalconditionafterdamageshouldbeconsideredtohavean adequate standard ofresidual stability provided:

 

.1         the required area A2  should be not less than 0.028 m.rad (figure 2 refers); and

 

.2         thereisnorequirementregardingtheangleatwhichthemaximumGZvalueshould occur.

 

 

 

 

 

2.2       Thewindheelingleverforapplicationontheresidualstabilitycurveshouldbeassumed constant at all angles of inclination and should be calculated as follows:

 

 

                                   

 

 

 

              

 

where:

Pd  = 120 (Pa)

 

A=projectedlateralareaoftheportionoftheshipabovethelightestservicewaterline(m2)

 

Z=verticaldistancefromthecentreofAtoapointonehalfofthelightestservicedraught(m)

 

D = displacement (t)

 

2.3       The same values of roll angle should be used as for the intact stability.

 

2.4       Thedownfloodingpointisimportantandisregardedasterminatingtheresidualstability curve.  The area A2  should therefore be truncated at the downflooding angle.

 

2.5       Thestabilityofthecraftinthefinalconditionafterdamageshouldbeexaminedandshownto satisfy the criteria, when damaged as stipulated in these InterimGuidelines.

 

2.6       Intheintermediatestagesofflooding,themaximumrightinglevershouldbeatleast0.05m andtherangeofpositiverightinglevershouldbeatleast7°.  Inallcases,onlyonebreachinthehull and only one free surface need to be assumed.

 

3 Application Of Heeling Levers

Inapplyingtheheelingleverstotheintactanddamagedcurves,thefollowingshouldbeconsidered:

 

.1         for intact condition:

 

.1         wind heeling lever - steady wind (HL1); and

 

.2         wind  heeling  lever  (including  gusting  effect)  plus  either  the  passenger crowding or speed turning levers whichever is the greater (HTL).

 

.2         for damage condition:

 

.1         wind heeling lever - steady wind (HL3); and

 

.2         wind heeling lever plus heeling lever due to passenger crowding (HL4).

 

3.2       Angles of heel due to steady wind

 

3.2.1    TheangleofheelduetosteadywindwhentheheelingleverHL1,obtainedasin1.3,is applied to the intact stability curve should not exceed 16°.

 

 

 

 

3.2.2    TheangleofheelduetosteadywindwhentheheelingleverHL3,obtainedasin2.2,is applied to the residual stability curve after damage, should not exceed 20°.

 

 

 

 

 

 

 

HL1	=	Heeling lever due to wind
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
qm	=	Angle of maximumGZ
qd	=	Angle of downflooding
qr	=	Angle of roll
qe	=	Angle ofequilibrium, assuming no wind, passenger crowding or turning effects
qh	=	Angle of heel due to heeling lever HL1, HTL, HL3  or HL4
A1	³	Area required by 1.1
A2	³	0.028 m.rad

Annex 6 Criteria For Testing And Evaluation Of Revenue And Crew Seats

1 Purpose And Scope

 

The purpose of these criteria is to provide provisions for revenue and crew seats, seat anchorages and seat accessories and their installation to minimize the possibility of occupant injury and/or disruption of egress/ingress if the craft suffers a collision.

2 Static Seat Tests

 

2.1       Theprovisionsofthisparagraphareapplicableforcrewandrevenueseatsincrafthavinga design collision load ofless than 3g.

 

2.2       Allseatstowhichthisparagraphapplies,alongwiththeirsupportsanddeckattachments, shouldbedesignedtowithstandatleastthefollowingstaticforcesappliedinthedirectionofthe craft:

 

.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

 

.5         vertically upward: a force of 1.5 kN.

 

Iftheseforcesareappliedintheforeoraftdirectionoftheseat,theyshouldbeappliedhorizontally totheseatback350mmabovetheseatbottom.   Iftheforcesareappliedinthetransverseseat direction,theyshouldbeappliedhorizontallytotheseatbottom.  Verticalupwardforcesshouldbe evenlydistributedtothecornersoftheseatbottomframe.  Verticaldownwardforcesshouldbe uniformly distributed over the seat bottom.

 

Ifaseatingunitconsistsofmorethanoneseatingposition,theseforcesshouldbeappliedateach seating position concurrently during the tests.

 

2.3       Whentheforcesareappliedtoaseat,considerationshouldbegiventothedirectioninwhich theseatistofaceinthecraft.  Forexample,iftheseatfacessideways,thetransversecraftforce wouldbeappliedforeandaftontheseatandtheforwardcraftforcewouldbeappliedtransversely

on the seat.

 

2.4       Eachseatingunittobetestedshouldbeattachedtothesupportstructuresimilartothe mannerinwhichitwillbeattachedtothedeckstructureinthecraft.   Althougharigidsupport structurecanbeusedforthesetests,asupportstructure,havingthesamestrengthandstiffnessasthe support structure in the craft, is preferred.

 

 

2.5       The  forces  described  in  2.2.1  to  2.2.3  above  should  be  applied  to  the  seat  through  a cylindricalsurfacehavingaradiusof82mmandawidthatleastequaltothewidthoftheseat.  The surfaceshouldbeequippedwithatleastoneforcetransducerableto measuretheforcesspecified.

 

2.6       The seat should be considered acceptable if:

 

.1         undertheinfluenceoftheforcesreferredtoin2.2.1to2.2.3above,thepermanent displacement  measured  at  the  point  of  applicationoftheforceisnotmorethan 400 mm;

 

.2         nopartoftheseat,theseatmountingsortheaccessoriesbecomecompletelydetached during the tests;

 

.3         theseatremainsfirmlyheld,evenifoneormoreoftheanchoragesispartlydetached, andallofthelockingsystemsremainlockedduringthewholedurationofthetest (adjustment and locking systems need not be operational after the tests); and

 

.4         rigidpartsoftheseatwithwhichtheoccupantmaycomeintocontactshouldpresent a curved surface with a radius of at least 5 mm.

 

2.7       Theprovisionsofsection3belowmaybeusedinlieuoftheprovisionsofthissection provided that the accelerations used for the tests are at least 3g.

 

3 Dynamic seat tests

3.1       Theprovisionsofthissectionareapplicableforcrewandrevenueseatsincrafthavinga design collision load of3g or greater.

 

3.2       Allseatsforwhichthissectionapplies,theseatsupportingstructure,theattachmenttothe deckstructure,thelapbelt,ifinstalled,andshoulderharness,ifinstalled,shouldbedesignedto withstandthemaximumaccelerationforcethatcanbeimposeduponthemduringadesigncollision. Considerationshouldbegiventotheorientationoftheseatrelativetotheaccelerationforce(i.e. whether the seat is forward-, aft- or side-facing).

 

3.3       Theaccelerationpulsetowhichtheseatissubjectedshouldberepresentativeofthecollision time-historyofthecraft.   Ifthecollisiontime-historyisnotknownorcannotbesimulated,the acceleration time-history envelope shown in the figure below can be used.

 

3.4       Inthetestframe,eachseatunitanditsaccessories(e.g.,lapbeltsandshoulderharnesses) shouldbeattachedtothesupportstructuresimilartothemannerinwhichitwillbeattachedtothe deckstructureinthecraft.  Thesupportstructurecanbearigidsurface;however,asupportstructure havingthesamestrengthandstiffnessasthesupportstructureinthecraftispreferred.  Otherseats and/ortableswithwhichanoccupantmaycomeincontactduringacollisionshouldbeincludedin the test frame in an orientation and with a method of attachment typical of that in the craft.

 

 

 

3.5       During   the   dynamic   seat   test,   a   fiftieth   percentile   anthropomorphic   test   dummy, correspondingtotheHybridIIorHybridIII(preferred)humansurrogate(unlessamoreadvanced testdummyisavailable),shouldbeplacedintheseatinanuprightseatingposition.  Ifatypical seatingunitiscomposedofmorethanoneoccupantseat,atestdummyshouldbeplacedineach occupantseatintheunit.  Thedummy,ordummies,shouldbesecuredintheseatunitinaccordance with  procedures  of  recognized  national  standards*  and  be  secured  using  only  the  lap  belt  and shoulderharnessiftheyareinstalled.  Traytablesandothersuchdevicesshouldbeplacedinthe position that would cause the greatest potential for an occupant to become injured.

 

3.6       Thetestdummyshouldbeinstrumentedandcalibrated,inaccordancewiththerequirements ofarecognizednationalstandard,soastopermitcalculationoftheheadinjurycriterion,calculation of the thoracic trauma index, measurement of forcein the femur, and measurement, if possible, of extensionandflexionoftheneck,measurementofthemaximumrelativepelvisacceleration,and measurement ofthe maximumpelvis load in the direction ofthe spine.

 

3.7       Ifmorethanonedummyisusedinthetests,thedummylocatedintheseathavingthehighest potential  for  an  occupant  to  be  injured  should  be  the  one  instrumented.   The  other  dummy  or dummies need not be instrumented.

 

3.8       Thetestsshouldbeconductedandtheinstrumentationshouldbesampledataratesufficient to  reliably  show  response  of  the  dummy  in  accordance  with  the  requirements  of  a  recognized national standard.

 

 

3.9       Theseatunittestedinaccordancewiththeprovisions of this section should be considered

acceptable if:

 

.1         Theseatunitandtablesinstalledintheseatunitorareadonotbecomedislodged fromthesupportingdeckstructureanddonotdeforminamannerthatwouldcause the occupant to become trapped or injured.

 

.2         Thelapbelt,ifinstalled,remainsattachedandonthetestdummy'spelvisduringthe impact.  Theshoulderharness,ifinstalled,remainsattachedandintheimmediate vicinityofthetestdummy'sshoulderduringtheimpact.Aftertheimpact,therelease mechanisms should be operative.

 

.3         The following acceptability criteria are met:

 

.3.1      theheadinjurycriterion(HIC),calculatedinaccordancewiththeformula below, does not exceed 500

 

 

                                   

 

          

where:

tl  andt2  arethebeginningandendingtimes(inseconds)ofthe 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      thethoracictraumaindex(TTI),calculatedinaccordancewiththeformula below, does not exceed 30g except for periods totalling less than 3 ms

                                           

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;

 

.3.3      the maximumpelvis acceleration does not exceed 130g;

 

.3.4      themaximumpelvicloaddoesnotexceed6.7kNmeasuredintheaxisofthe spine;

 

.3.5      neck flexion does not exceed 88 Nm, if measured;

 

.3.6      neck extension does not exceed 48 Nm, if measured; and

 

.3.7      theforceinthefemurdoesnotexceed10kN,exceptthatitcannotexceed

8 kN for periods totalling more than 20 ms.

 

.4         Loadsontheuppertorsoharnessstrapsdonotexceed7.8kNoratotalof8.9kNif dual straps are used.

 

 

 

 

 

 

 

Annex 7 Open Reversible Liferafts

1 General

 

All open reversible liferafts should:

.1 be constructed with proper workmanship and materials;

.2 not be damaged in stowage throughout an air temperature range of -18 ⁰C to +65 ⁰C;

 

.3 be capable of operating throughout an air temperature range of -18 ⁰C to +65C and a seawater temperature range of -1C to +30 ⁰C;

 

.4 be rot-proof, corrosion-resistant and not 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.*

 

 

 

__________________________

*              RefertotheRecommendationontheUseandFittingofRetro-ReflectiveMaterialsonLife-SavingAppliances,

 

adoptedbytheOrganizationbyresolutionA.658(16).

 

 

2 Construction

2.1       Theopenreversibleliferaftshouldbesoconstructedthatwhenitisdroppedintothewaterin itscontainerfromaheightof10 m,theliferaftanditsequipmentwilloperatesatisfactorily.  Ifthe openreversibleliferaftistobestowedataheightofmorethan10mabovethewaterlineinthe lightestseagoingcondition,itshouldbeofatypewhichhasbeensatisfactorilydrop-testedfromat least that height.

 

2.2       Theopenreversiblefloatingliferaftshouldbecapableofwithstandingrepeatedjumpsonto it froma height of at least 4.5 m.

 

2.3       Theopenreversibleliferaftanditsfittingsshouldbesoconstructedastoenableittobe towedataspeedof3knotsincalmwaterwhenloadedwithitsfullcomplementofpersonsand equipment, with the sea-anchor deployed.

 

2.4       Theopenreversibleliferaftwhenfullyinflatedshouldbecapableofbeingboardedfromthe water whichever way up it inflates.

 

2.5       The main buoyancy chamber should be divided into:

 

.1         notlessthantwoseparatecompartments,eachinflatedthroughanon-returninflation valve on each compartment; and

 

 

 

.2         the  buoyancy  chambers  should  be  so  arranged  that  in  the  event  of  one  of  the compartmentsbeingdamagedorfailingtoinflate,theintactcompartmentshouldbe able  to  support,  with  positive  freeboard  over  the  open  reversible  liferaft's  entire periphery,thenumberofpersonswhichtheliferaftispermittedtoaccommodate, each having a mass of 75 kg and seated in their normal positions.

 

2.6       The floor of the open reversible liferaft should be waterproof.

 

2.7       Theopenreversibleliferaftshouldbeinflatedwithanon-toxicgasbyaninflationsystem complying  with  the  requirements  of  regulation  III/39  of  the  Convention.   Inflation  should  be completedwithintheperiodofoneminuteatanambienttemperatureofbetween18°Cand20°Cand withinaperiodofthreeminutesatanambienttemperatureof-18°C.   Afterinflationtheopen reversibleliferaftshouldmaintainitsformwhenloadedwithitsfullcomplementofpersonsand equipment.

 

2.8       Eachinflatablecompartmentshouldbecapableofwithstandingapressureequaltoatleast threetimestheworkingpressureandshouldbepreventedfromreachingapressureexceedingtwice theworkingpressureeitherbymeansofreliefvalvesorbyalimitedgassupply.  Meansshouldbe provided for fitting the topping-up pump or bellows.

 

2.9       Thesurfaceofthebuoyancytubesshouldbeofnon-slipmaterial.Atleast25%ofthesetubes should be of a highly visible colour.

 

2.10     Thenumberofpersonswhichanopenreversibleliferaftshouldbepermittedtoaccommodate should be equal to the lesser of:

 

.1         thegreatestwholenumberobtainedbydividingby0.096thevolume,measuredin cubicmetres,ofthemainbuoyancytubes(whichforthispurposeshouldnotinclude the thwarts, if fitted) when inflated; or

 

.2         the  greatest  whole  number  obtained  by  dividing  by  0.372  the  inner  horizontal cross-sectionalareaoftheopenreversibleliferaftmeasuredinsquaremetres(which for  this  purpose  may  include  the  thwart  or  thwarts,  if  fitted)  measured  to  the innermost edge of the buoyancy tubes; or

 

.3         thenumberofpersonshavinganaveragemassof75kg,allwearinglifejackets,that canbeseatedinboardofthebuoyancytubeswithoutinterferingwiththeoperationof any of the liferaft's equipment.

 

3 Open Reversible Liferaft Fittings

3.1       Lifelinesshouldbesecurelybecketedaroundtheinsideandoutsideoftheopenreversible liferaft.

 

3.2       Theopenreversibleliferaftshouldbefittedwithanefficientpainterofalengthsuitablefor automaticinflationonreachingthewater.  Foropenreversibleliferaftsaccommodatingmorethan 30 persons an additional bowsing-in line should be fitted.

 

3.3       The breaking strength of the painter system, including its means of attachment to the open reversibleliferaft,excepttheweaklinkrequiredbyregulationIII/39oftheConvention,shouldbe:

 

 

 

 

 

 

 

 

 

.1         7.5 kN for open reversible liferafts accommodating up to 8 persons;

 

.2         10.0 kN for open reversible liferafts accommodating 9 to 30 persons; and

 

.3         15.0 kN for open reversible liferafts accommodating more than 30 persons.

 

3.4       Theopenreversibleliferaftshouldbefittedwithatleastthefollowingnumberofinflated ramps to assist boarding fromthe sea whichever way up the raft inflates:

 

.1         oneboardingrampforopenreversibleliferaftsaccommodatingupto30persons;or

 

.2         two  boarding  ramps  for  open  reversible  liferafts  accommodating  more  than 30 persons; such boarding ramps should be 180° apart.

 

3.5       Theopenreversibleliferaftshouldbefittedwithwaterpocketscomplyingwiththefollowing provisions:

 

.1         thecross-sectionalareaofthepocketsshouldbeintheshapeofanisoscelestriangle withthebaseofthetriangleattachedtothebuoyancytubesoftheopenreversible liferaft;

 

.2         thedesignshouldbesuchthatthepocketsfilltoapproximately60%ofcapacity within 15 s to 25 s of deployment;

 

.3         thepocketsattachedtoeachbuoyancytubeshouldnormallyhaveaggregatecapacity ofbetween125land150lforinflatableopenreversibleliferaftsuptoandincluding the 10-person size;

 

.4         thepocketstobefittedtoeachbuoyancytubeonliferaftscertifiedtocarrymorethan 10personsshouldhave,asfaraspracticable,anaggregatecapacityof12 N/litres, where N is the number of persons carried;

 

.5         eachpocketonabuoyancytubeshouldbeattachedsothatwhenthepocketisinthe deployedpositionitisattachedalongthefulllengthofitsupperedgesto,orcloseto, the lowest part of the lower buoyancy tube; and

 

.6         the  pockets  should  be  distributed  symmetrically  round  the  circumference  of  the liferaftwithsufficientseparationbetweeneachpockettoenableairtoescapereadily.

 

3.6       Atleastonemanuallycontrolledlampcomplyingwiththeprovisionsshouldbefittedonthe upper and lower surfaces of the buoyancy tubes.

 

3.7       Suitableautomaticdrainarrangementsshouldbeprovidedoneachsideofthefloorofthe liferaft in the following manner:

 

.1         one for open reversible liferafts accommodating up to 30 persons; or

 

.2         two for open reversible liferafts accommodating more than 30 persons.

 

 

 

 

 

3.8       The equipment of every open reversible liferaft should consist of:

 

.1         onebuoyantrescuequoit,attachedtonotlessthan30mofbuoyantlinewitha breaking strength of at least 1 kN;

 

.2         twosafetyknivesofthenon-foldingtype,havingabuoyanthandle,shouldbefitted attachedtoopenreversibleliferaftbylightlines.  Theyshouldbestowedinpockets sothat,irrespectiveofthewayinwhichtheopenreversibleliferaftinflates,onewill bereadilyavailableonthetopsurfaceoftheupperbuoyancytubeinasuitable position to enable the painter to be readily cut;

 

.3         one buoyant bailer;

 

.4         two sponges;

 

.5         onesea-anchorpermanentlyattachedtotheopenreversibleliferaftinsuchawayas tobereadilydeployablewhentheopenreversibleliferaftinflates.  Thepositionof the sea-anchor should be clearly marked on both buoyancy tubes;

 

.6         two buoyant paddles;

 

.7         one first-aid outfit in a waterproof case capable of being closed tightly after use;

 

.8         one whistle or equivalent sound signal;

 

.9         two hand flares;

 

.10       onewaterproofelectrictorchsuitableforMorsesignallingtogetherwithonespareset 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.

 

3.9       Whereappropriate,theequipmentshouldbestowedinacontainerwhich,ifitisnotan integral  part  of,  or  permanentlyattachedto,theopenreversibleliferaft,shouldbestowedand securedtotheopenreversibleliferaftandbecapableoffloatinginwaterforatleast30minwithout damagetoitscontents.  Irrespectiveofwhethertheequipmentcontainerisanintegralpartof,oris permanentlyattachedto,theopenreversibleliferaft,theequipmentshouldbereadilyaccessible irrespective  of  which  way  up  the  open  reversible  liferaft  inflates.   The  line  which  secures  the equipmentcontainertotheopenreversibleliferaftshouldhaveabreakingstrengthof2kNora breakingstrengthof3:1basedonthemassofthecompleteequipmentpack,whicheveristhegreater.

 

4 Containers For Open Reversible Inflatable Liferafts

4.1       The open reversible liferafts should be packed in a container that is:

 

.1         so constructed as to withstand conditions encountered at sea;

 

 

.2         ofsufficientinherentbuoyancy,whenpackedwiththeliferaftanditsequipment,to pullthepainterfromwithinandtooperatetheinflationmechanismshouldthecraft sink; and

 

.3         as far as practicable, watertight, except for drain holes in the container bottom.

 

4.2       The container should be marked with:

 

.1         maker's name or trademark;

 

.2         serial number;

 

.3         the number ofpersons it is permitted to carry;

 

.4         non-SOLAS reversible;

 

.5         type of emergency pack enclosed;

 

.6         date when last serviced;

 

.7         length of painter;

 

.8         maximumpermitted  height  of  stowage  above  waterline  (depending  on  drop-test height); and

 

.9         launching instructions.

 

5 Markings On Open Reversible Inflatable Liferafts

 

The open reversible liferafts should 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.

6 Instructions And Information

Instructions and information required for inclusion in the craft's training manual and in the instructions for on-board maintenance should be in a form suitable for inclusion in such training manual and instructions for on-board maintenance. Instructions and information should be in a clear and concise form and should 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 servicing requirements.

Annex 8 Procedures For Demonstration Of Operational Safety

General

 

This annex applies to all craft.

Tests to evaluate operational safety should 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 test should 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 understanding and evaluation of craft performance should be available.

The object 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 envelope of take-off mass, centre of gravity, speed and environmental conditions.

The following procedures should be applied for the verification of craft performance.

1 Definitions

2 General

2.1       Thecraftshouldmeettheapplicableoperationalprovisionsinchapter16ofpartBofthese InterimGuidelinesandthisannex forallextremesofpassengerandloadconfigurationsforwhich certificationisrequired.  Thelimitingseastaterelatedtothedifferentmodesofoperationshouldbe verified by tests and analyses of a craft of the type for which certification is requested.

 

2.2       Operationalcontrolofthecraftshouldbeinaccordancewithproceduresestablishedbythe owneroroperatorforoperationinservice.Proceduresshouldbeestablishedforstartingandshutting downthecraft,movingthecraftontheground,transferringittoandfromthewater,andoperatingin displacement, transition, planing, take-off/landing, ground effect and any other airborne modes.

 

2.3       The procedures established under 2.2 should:

 

.1      demonstratethatnormalmanoeuvresandcraftresponsestofailuresareconsistentin performance;

 

.2      use methods or devices that are safe and reliable; and

 

.3      includeallowanceforanytimelagintheexecutionofproceduresthatmayreasonably

be expected in service.

 

2.4       Proceduresrequiredbythisannexshouldbeconductedoverwaterofsufficientdepthsothat craft performance will not be affected.

 

 

 

 

 

 

 

 

 

 

 

 

2.5       Testsshouldbeconductedthrougharangeofmassandcentreofgravityconfigurations sufficient to establish a safe operating envelope for every craft.

 

2.6       Testing  should  be  conducted  through  a  range  of  wind  and  sea  conditions  sufficient  to establish a safe operating envelope for the craft in all of the circumstances described in 2.2.

 

2.7       Nomanoeuvreduringeithernormaloremergencyoperationsshouldrequireexceptional operator skill or excessive force on the craft controls.

 

2.8       Thetestregimeassumesthatpassengersandcargoaresecuredduringthetransition,planing and take-off and landing stages of craft operation.

 

3 Performance Trials

 

Tests are to be conducted in all modes of operation under the range of conditions described in 2.5 and 2.6.

4 Effects Of Failures Or Malfunctions

• Informatietype: Internationaal
• Documentsoort: Circulaire niet in wetten.nl
• Toegangsrechten: Intern
• Identificatie: PUC_1798_14
• Versie: 1
• Datum beschikbaarheid: 07-11-2007
• Geldigheid van: 16-12-2002
• tot en met: 17-05-2018
• Wijzigingsdatum: 19-05-2021
• Titel: 1054 - Interim Guidelines For Wing-In-Ground (WIG) Craft
• Organisatie: International Maritime Organization (IMO)
• Taal: Nederlands
• Thema: 1000 until 1099