CHAPTER 10 EVACUATION INSTALLATIONS

101. General

1. Means concerned accommodation area and escape is to be in accordance with this chapter. The re- quirements, not specified in this chapter, are to be in accordance with Rules for the Classification of Steel Ships. However, the Society may accept, provided that the it is satisfied with other regu- lations such as the Federal Aviation Regulation, etc. equivalent to those required in this chapter.

2. Equipment in the cabin, the public room and the crew accommodation area is designed to avoid injury of person on board during normal and emergent start, stop and operation. The windows in- stalled in the passenger accommodation and working area are to be made of material which is not dangerous piece in case of breakage.

102. Access doors

1. External access doors should not be located with respect to any propeller blade or any other poten- tial hazard so as to endanger persons using the door.

2. Each external access doors for the passengers or crew should comply with the following require- ments:

(1) There should be means to lock and safeguard the door against inadvertent opening during oper- ating by persons, by cargo, or as a result of mechanical failure.

(2) The door should be openable from the inside and the nism is in the locked position.

(3) There should be a means of opening which is simple inside and outside so that the door can be readily

darkness. Marking should be indicated for the external

outside when the internal locking mecha-

and obvious and is arranged and marked located, unlocked, and opened, even in help.

(4) Access doors should meet the marking requirements of 106.

(5) The door should be reasonably free from jamming as a result of hull deformation in an emer- gency landing.

(6) Auxiliary locking devices that are actuated externally to the WIG craft may be used but such devices should be overridden by the normal internal opening means.

(7) Each access door should be openable from both the inside and outside, even though persons

may be crowded against the door on the inside of the WIG craft.

(8) If inward opening doors are used, there should be a means to prevent occupants from crowding against the door to the extent that would interfere with opening the door.

(9) There should be a provision for direct visual inspection of the locking mechanism to determine if the external door, for which the initial opening movement is not inward, is fully closed and

locked.

(10) There should be a visual warning means to signal a crew member if the external door is not fully closed and locked.

3. External access doors for WIG craft are to be complying with following requirements and the static loads:

(1) Each passenger entry door should qualify as a floor level emergency exit. This exit should have a rectangular opening of not less than 61 cm(24 inch) wide by 122 cm(48 inch) high, with corner radii not greater than one-third the width of the exit.

(2) Where passenger boarding doors are equipped with integral stairs, those stairs are to be de- signed to not reduce emergency escape efficiency through passenger boarding door after inertia load corresponding following static ultimate load coefficient are occurred.

(A) 4.5 g above

(B) 9.0 g forward

(C) 1.5 g side

(D) 6.0 g below.

However, in case that the effect of collision design acceleration which is calculated in accord- ance with 105. is verified, above value could be replaced by collision design acceleration.

4. Where bathroom doors are installed, it is designed that person is not locked up in bathroom. In case that a locking device is installed, it could be opened outside of bathroom.

Guidance for WIG ships(Wing-In-Ground Effect Ships) 2012 47

103. Access doors and escape equipment

1. All passengers could be embarked safely to the life boat in case of emergency in the WIG craft and this requirement is to be verified that all access doors, location of life saving appliance, action possibility of escape procedure and escape time could be used readily in an emergency.

2. Public spaces, escape ways, access doors, life jacket store rooms, life are to be marked clearly and permanently and lighting devices for those

3. Not less than two emergency doors are to be installed far from each

boast embarkation location places to be installed.

other in the closed public

spaces and areas which is permanently closed and passengers and crew could stay.

4. Public spaces which is used for shelter area in fire are not to be adjacently arranged to fire risk area.

5. Locking devices for exit doors are to be assured whether doors are closed or normally operated through the crew's direct check or indicators. External doors are to be designed not to adhere by attachment of ice or floaters.

6. Spaces for crews are to be enough in way of exit doors to escape passengers safely and promptly.

7. Steps and ladder, etc. through access doors in WIG craft are to be of strong structures and fixed permanently. Hand grips are to be installed to use suitably in WIG craft's longitudinal and trans- versal inclined cases for person using exit doors.

8. All of people could use not less than two escape ways without obstacles. Escape ways and equip- ment are to be arranged to use in case of damage and emergency, etc. Lighting equipment in the escape ways is to be supplied by main or emergency source of electrical power.

9. Width and height for access ways, doors and stairs consisting of escape ways are to be enough size for person wearing life jacket. There is no protrusion which causes injury to people or life jackets, looks clothing and limit an escape for the handicapped in the escape ways.

10. Meanings which guides passengers to the exit are to be provided.

11. Hand grips and non slip measures are to be provided in order that passengers could board life boat in the embarkation location where cleat and bollard, etc. are not installed.

104. Emergency escape

1. Emergency escape equipment for WIG craft is to be installed to satisfy emergency escape test pro- cedure of Appendix 2 in the condition of the maximum number of boarding person. Emergency escape is to be completed until time specified in 101. 1 provided that the watertight integrity in WIG craft's upper deck below is keeping.

2. Emergency lighting complying with the requirement 108. is to be used only during escape test specified in the requirement of para. 1.

105. Emergency exits for pilots

Emergency escape door is to be located in the pilot room and the following requirements are to be satisfied in the event of WIG craft which pilots could not easily approach the emergency access doors for passenger or has more than twenty passengers.

1. There should be either one emergency exit on each side of the WIG craft, or a top hatch emer- gency exit in the pilot area.

2. Each emergency exit should have a size and shape of at least 48~50 cm(19~20 inch) unobstructured rectangular opening.

106. Emergency exits

1. Emergency exits should be located to allow escape without crowding in any probable crash. The WIG craft should have at least the following emergency exits:

(1) For all WIG crafts with seating capacity of two or more, excluding WIG crafts with canopies,

48 Guidance for WIG ships(Wing-In-Ground Effect Ships) 2012

at least one emergency exit on the opposite side of the cabin from the main door specified in

102.

(2) If the pilot compartment is separated from the cabin by a door that is likely to block the pilot's escape in a minor crash, there should be an exit in the pilot's compartment.

(3) Emergency exits should not be located with respect to any propeller disk or any other potential

hazard so as to endanger persons using that exit.

2. Emergency exits should be movable windows, panels, canopies, or external doors, openable from both inside and outside the airplane, that provide a clear and unobstructed opening large enough to admit a 48 cm × 66 cm(19 inch × 26 inch) ellipse. Auxiliary locking devices used to secure the air- plane should be designed to be overridden by the normal internal opening means. The inside han- dles of emergency exits that open outward should be adequately protected against inadvertent operation. In addition, each emergency exit should ;

(1) be readily accessible, requiring no exceptional agility to be used in emergencies;

(2) have a method of opening that is simple and obvious;

(3) be arranged and marked for easy location and operation, even in darkness;

(4) have reasonable provisions against jamming by hull deformation;

3. The proper functioning of each emergency exit should be shown by tests.

4. For the WIG craft for passengers, the emergency exit complying with the following requirements to be installed.

(1) The types for emergency exits should be complying with 25.807 (a) in the Airplane Technical Standard of Korea Government, or equivalent.

(2) Exits consisting of one pair do not need to be totally symmetry or same size, however, the

number of chairs for passenger specified in (5) are to be in accordance with the smaller one.

(3) Emergency exits are to be uniformally arranged by considering the distribution of passenger's chairs.

(4) The locations of the emergency exits to be complying with following requirements.

(A) If only one floor-level exit per side is prescribed, and the WIG craft does not have a tail- cone or ventral emergency exit, the floor-level exits should be in the rearward part of the passenger compartment unless another location affords a more effective means of passenger

evacuation.

(B) If more than one floor-level exit per side is prescribed, and the WIG crafts does not have a combination cargo and passenger configuration, at least one floor-level exit should be located in each side near each end of the cabin.

(C) For a WIG craft that is required to have more one passenger emergency exit for each side of the hull, no passenger emergency exit shall be more than 18 m(60 ft) from any adjacent passenger emergency exit on the same side of the same deck of the hull, as measured par- allel to the WIG craft's longitudinal axis between the nearest exit edges.

(5) Maximum allowable number of the passenger's chair to be complying with 25.807 (g) in the Airplane Technical Standard of Korea Government, or equivalent. And, WIG crafts with only one aisle for passengers could not exceed three on one row of both sides of aisle.

(6) The following exits to be complying with the requirements of this chapter and to be easily ac- cessed:

(A) Additionally installed emergency exits in the cabin other than minimum requirements

(B) Tailcone exit for passengers.

(7) If the requirements of the emergency exit specified in (5) are not satisfied, the emergency exit

which is complying with 25.807 in the Air Technical Standard of Korea Government, or equiv- alent should be additionally installed.

5. Emergency exits which are installed in accordance with 4 in the WIG crafts for passengers should comply with following requirements:

(1) Each emergency exit, including a crew emergency exit, should be a movable door or hatch in the external walls of the hull, allowing unobstructed opening to the outside. Additionally, the means which make it see outside in case that the emergency exits are closed should be in- stalled in the each emergency exit. In this case, if there is no obstacle between the emergency exit and the means for the external view, the means for seeing outside are located in the emer- gency exits or the means for external view nearby. The means for external views could flash the expected area which the evacuating passengers reach when all lights are shut down.

(2) Each emergency exit should be openable from the inside and the outside except that sliding window emergency exits in the crew area need not be openable from the outside of other ap-

Guidance for WIG ships(Wing-In-Ground Effect Ships) 2012 49

proved exits are convenient and readily accessible to the crew area. Each emergency exit should be capable of being opened, when there is no hull deformation, under the following conditions:

(A) Within 10 seconds measured from the time when the opening means is actuated to the time

when the exit is fully opened.

(B) The case that passengers are crowded to the direction of the emergency exit in the WIG craft.

(3) If a single power-operated system is the primary system for operating more than one exit in an emergency, each exit should be capable of meeting the requirements of (2) in the event of fail-

ure of the primary system. Manual operation of the exit (after failure of the primary system) is

acceptable.

(4) Each emergency exit should be shown by tests or by a combination of analysis and tests, to meet the requirements of (2) and (3).

(5) When required by the operating rules for any large passenger-carrying turbojet-powered WIG craft, tailcone exit should comply with the following:

(A) Designed and constructed so that it cannot be opened during flight ; and

(B) Marked with a placard readable from a distance of 76.2 cm and installed at a conspicuous location near the means of opening the exit, stating that the exit has been designed and constructed so that it cannot be opened during flight.

(6) The emergency exits should have the means keeping the emergency exit opened in case of open state in the emergency. Where the emergency exit is open state, the special control should not be required to keep the open state and it is possible to close the exit by the active control.

6. Applying the requirements of 1 to 5, the main exit which passengers use could be regarded as the emergency exit.

107. Emergency exit marking

1. Each emergency exit and external door in the passenger compartment should be externally marked and readily identifiable from outside the WIG craft by the followings:

(1) A permanent decal or placard should be provided on or adjacent to the emergency exit which shows the means of opening the emergency exit, including any special instructions.

(2) The contour of escape door is to be indicated by colorful line with width of 5 cm.

(3) The light and darkness distinguishing hull external surface clearly is/are to be provided. In case that the reflection rate of darkness is below 15 %, the reflection rate of lightness to be above 45% to contrast darkness. The "reflection rate" means the rate of reflection for the quantity of lightness objective gets. In case that the reflection rate of darkness is above 15 %, the differ- ence between those reflection rate and lightness reflection rate is to be not less than 30 %.

(4) The escape doors located in the hull side such as the tail part should have the method for ex-

ternal open which should be marked by the red. However, in case that the red is not visible due to the hull color, chrome yellow may be used. In case that opening means for escape door is provided on the one side of hull, those content is to be indicated on the other side.

2. In addition, the exits and doors should be internally marked with the word "exit" by a sign which has white letters 2.5 cm high on a red background 5 cm high, be self-illuminated or independently, internally-electrically illuminated, and have a minimum brightness of at least 160 microlamberts. The color may be reversed if the passenger compartment illumination is essentially the same. The location of the emergency exit for passengers should be indicated by the marking which crew and passengers could see it when they are accessed through the cabin aisles and the following require- ments should be marked.

(1) Each emergency exit should be conspicuously marked on the higher place, where the above space of emergency exit is narrow. However, if the emergency exits could be easily found by one of marking, only one marking could be indicated for the two or more than two exits.

(2) The marking for the emergency exit for passengers should be indicated beside each emergency exit for passengers. However, if the emergency exits could be easily found by one of marking,

only one marking could be indicated for the two or more than two exits.

(3) The emergency exit blocked by a bulkhead or partition should be indicated by one marking above the bulkhead or partition. However, if it is impossible to mark on this place, it could be marked on other place.

(4) The term of "Exit" could be used instead of "Emergency Exit".

3. For the location of the emergency exit, the following requirements are to be satisfied:

50 Guidance for WIG ships(Wing-In-Ground Effect Ships) 2012

(1) The identity and location of each emergency exit should be recognizable from a distance equal to the width of the cabin.

(2) Means should be provided to assist occupants in locating the emergency exits in conditions of

dense smoke.

(3) The location of the operating handle and instructions for opening each emergency exit from in- side the WIG crafts should be shown by marking that is readable from a distance of 76 cm. Each passenger entry door operating a handle to be complying with followings:

(A) Be self-illuminated with an initial brightness of at least 160 microlamberts; or

(B) Be conspicuously located and well illuminated by the emergency lighting even in conditions of occupant crowding at the door.

(4) Each passenger entry door with a locking mechanism that is released by rotary motion of the handle should be marked:

(A) With red arrow, with a shaft of at least 1.9 cm wide of the shafts, extending along at least 70 degrees of arc at a radius approximately equal to three-fourths of the handle length.

(B) So that the center line of the exit handle is within : 2.5 cm of the projected point of the

arrow when the handle has reached full travel and has released the locking mechanism, and

(C) With the word "open" in red letters, 2.5 cm high, placed horizontally near the head of the arrow.

108. Emergency lighting

1. For passengers, emergency lighting is to comply with the following requirements:

(1) An emergency lighting system, independent of the main cabin lighting system, should be installed. However, the source of general cabin illumination may be common to both emergency and main lighting system if the power supply to the emergency lighting system is independent of the power supply to the main lighting system.

(2) The emergency lights should be operable manually from the flightcrew station and be provided with automatic activation. The cockpit control device should have "on," "off," and "armed" posi- tions so that, when armed in the cockpit, the lights will operate by automatic activation.

(3) When armed, the emergency lighting system, should activate and remain lighted when:

(A) The normal electrical power of the WIG craft is lost; or

(B) The WIG craft is subject to an impact that results in a deceleration in excess of 2 g and a velocity change in excess of 1 m per-second, acting along the longitudinal axis of the air- plane; or

(C) Any other emergency condition exists where automatic activation of the emergency.

(4) The emergency lighting system should provide internal lighting, including:

(A) Illuminated emergency exit marking and locating signs including those required in 107. 2;

(B) Sources of general illumination in the cabin that provide an average illumination of not less than 0.54 lux and an illumination at any point of not less than 0.11 lux when measured along the center line of the main passenger aisle(s) and at the seat armrest height; and

(C) Floor proximity emergency escape path marking that provides emergency evacuation guid- ance for the airplane occupants when all sources of illuminations more than 1.2 m above the cabin aisle floor are totally obscured.

The lighting should be installed on the passway floor between the main passway and exit in order to luminous intensity of the lighting should be exceed 0.21 lux when it is measured within 15 cm high through center line of passenger exit way parallel to the floor.

(D) When the passway indication lighting for the emergency exit located in nearby floor is shut down, the passway for the emergency exit should be confirmed by checking the indication and visual characteristic on 1.2 m high from cabin's floor.

(5) The energy supply to each emergency lighting unit should provide the required level of illumi- nation for at least 10 minutes at the critical ambient conditions after activation of the emer- gency lighting system.

(6) If rechargeable batteries are as the energy supply for the emergency lighting system, they may be recharged from the main electrical power system of the WIG crafts provided the charging circuit is designed to preclude inadvertent battery discharge into the charging circuit faults. If the emergency lighting system does not include a charging circuit, battery condition monitors are required.

(7) Components of the emergency lighting system, including batteries, wiring, relays, lamps, and

switches, should be capable of normal operation after being subjected to the inertia forces re- sulting from the ultimate load factors prescribed in 102. 3 (2).

Guidance for WIG ships(Wing-In-Ground Effect Ships) 2012 51

(8) The emergency lighting system should be designed so that after any single transverse vertical separation of the hull during a crash landing:

(A) At least 75 percent of all electrically illuminated emergency lights required by 108. is to

remain operative; and

(B) Each electrically illuminated exit sign required by 107. 2 and 3 is to remain operative, ex- cept those that are directly damaged by the hull separation.

2. The lighting for the emergency exit is to comply with following requirements.

(1) Each required by 107. 2 and 3 should have red letters at least 3.8 cm high on an illuminated white background, and an area of at least 135 cmĪ excluding the letters. The lighted back-

ground-to-letter contract should be at least 10:1. The letter height to stroke-width ratio may be more than 7:1 or less than 6:1. These signs should be internally electrically illuminated with a background brightness of at least 85.65 cd/mĪ and a high-to-low background contrast greater than 3:1.

(2) Each passenger emergency exit sign required by 107. 1 should have red letters at least 3.8 cm(1.5 inch) high on a white background having an area of at least 135 cmĪ excluding the

letters. These signs should be internally electrically illuminated or self-illuminated by other than electrical means and should have an initial brightness of at least 1.27 cd/mĪ. The colors may be

reversed in the case of a sign that is self-illuminated by other than electrical means.

(3) For WIG crafts that have a passenger seating configuration, of nine seats or less excluding pilot seats, that are required by 107. 1 through. 3 should have red letters at least 2.5 cm(1 inch) high on a white background at least 5 cm high. These signs may be internally electrically illuminated, or self-illuminated by other than electrical means, with an initial brightness of at least 0.509 cd/ mĪ. The colors may be reversed in the case of a sign that is self-illuminated by other than electrical means.

(4) The emergency lighting on the main wing is to comply with the following:

(A) Not less than 0.32 lux (measured normal to the direction of the incident light) on a 0.18 mĪ

area where an evacuee is likely to make his/her first step outside the cabin.

(B) Not less than 0.32 lux on the ground surface with the landing gear extended (measured nor- mal to the direction of the incident light) where an evacuee using the established escape

route would normally make first contact with the ground.

The WIG crafts with maximum landing weight of not more than 5,670 kg which complys with re-

3. quirement of 110. for the emergency lighting functions could be exempted.

109. Accessibility for the emergency exit

1. For the WIG craft for passengers, access to window-type emergency exits may not be obstructed by seats or seat backs.

2. In addition to Para 1, the following requirements are to be satisfied to access the emergency exit.

(1) The passageway leading from the aisle to the passenger entry door should be unobstructed and at least 50 cm wide.

(2) There should be enough space next to the passenger entry door to allow assistance in evacua-

tion of passengers

(3) If it is necessary quired emergency

without reducing the unobstructed width of the passageway below 50 cm.

to pass through a passageway between passenger compartments to reach re- exit from any seat in the passenger cabin, the passageway should be un-

obstructed; however, curtains may be used if they allow free entry through the passageway.

(4) No door may be installed in any partition between passageway compartments unless that door has a means to latch it in the open position. The latching means should be able to withstand

the loads imposed upon it by the door when the door is subjected to the inertia loads resulting from the ultimate static load factors prescribed in 110. 3 (2).

(5) If it is necessary to pass through a door-way separating the passenger cabin from other areas to reach a required emergency exit from any passenger seat, the door should have a means to latch it in the open position. The latching means should be able to withstand the loads imposed upon it by the door when the door is subject to the inertia loads resulting from the ultimate static load factors prescribed in 102. 3 (2).

(6) If it is possible to evacuate within the evacuation time specified in 110., the aisle between pas- sengers' chairs may be less than 50 cm.

3. Accessibility in accordance with the types of the emergency exit to comply with 25.813 (a) and (c) in the Airplane Technical Standard of Korea Government.

52 Guidance for WIG ships(Wing-In-Ground Effect Ships) 2012

4. The following space is required necessary in order that crew help passengers evacuation.

(1) The space helping passengers should be square space enough to help people evacuating with standing on the passenger room floor. The aisle's width without the obstruction that is required in evacuation exit should not be decreased due to the space helping passenger.

(2) More than one hand-grip is to be installed in the each auxiliary space in order that crew are not fall down.

110. Evacuation time

1. The evacuation time should not exceed 7 minutes and 40 seconds or, where the structural fire pro- tection time (T) is less than 30 minutes, a time of the following formula. In this case "evacuation time" is the demonstrated time taken for a number of untrained people corresponding to the total number of passengers and crew to escape from the craft following the order to evacuate.

(T-7)/3 (minutes)

2. An evacuation procedure, including a critical path analysis, should include the followings:

(1) the emergency announcement made by the master

(2) contact with the base port

(3) the donning of life-jackets

(4) manning of survival craft and emergency stations

(5) the shutting down of machinery and oil fuel supply lines

(6) the order to evacuate

(7) the deployment of survival craft and marine escape systems

(8) the bowsing in of survival craft

(9) the supervision of passengers

(10) the orderly evacuation of passengers under supervision

(11) crew checking that all passengers have left the craft

(12) the evacuation of crew

(13) releasing the survival craft from the craft

3. Achievement of the required evacuation time (as ascertained in accordance with 1) should be veri- fied by a practical demonstration in accordance with emergency evacuation test procedure of [Annex 3].

4. Evacuation demonstrations should be carried out with due concern for the problems of mass move- ment or panic acceleration likely to arise in an emergency situation when rapid evacuation is necessary. The evacuation demonstrations should be dry shod with the survival craft initially in their stowed positions and be conducted as follows:

(1) The evacuation time on all craft should be the time elapsed from the moment propulsion machi- nery is shut down and the first abandon craft announcement is given, with any passengers dis- tributed in a normal voyage configuration, until the last person has embarked in a survival craft, and should include the time for passengers and crew to don life-jackets.

(2) For all craft the evacuation time should include the time necessary to launch, inflate and secure the survival craft alongside ready for embarkation.

5. Where an evacuation path is not shared between evacuation stations on both sides of the craft, the evacuation time for personnel using that path may be verified by an evacuation demonstration which should be performed using the survival craft and exits on one side, for which the critical path analysis indicates the greatest evacuation time, with the passengers and crew allocated to them.

6. On any other craft where a half trial is impracticable, a partial evacuation trial using a route which the critical path analysis shows to be the most critical may be considered.

7. The demonstration should be carried out in controlled conditions in the following manner in com- pliance with the evacuation plan.

(1) The demonstration should commence with the craft afloat in the harbour, in reasonably calm conditions, with machinery and equipment operating in the normal seagoing condition.

(2) All exits and doors inside the craft should be in the same position as they are under normal

seagoing condition.

Guidance for WIG ships(Wing-In-Ground Effect Ships) 2012 53

(3) Safety belts, if required, should be fastened.

(4) The evacuation routes for all passengers and crew should be such that no person need enter the water during the evacuation.

8. For passenger craft, a representative composition of persons with normal health, height and weight should be used in the demonstration, and should consist of different sexes and ages so far as it is practicable and reasonable.

9. The persons, other than the crew selected for the demonstration, should not have been specially drilled for such a demonstration.

10. Demonstration should be carried out for all new designed WIG craft where evacuation arrange- ments differ substantially from those previously tested.

111. Noise levels

1. The noise level in crew and passengers’ accommodations should be kept as low as possible to en- able the public address system to be heard, and not exceed in general 75 dB(A).

2. The maximum noise level in the operating compartment should not exceed in general 65 dB(A) to facilitate communication within the compartment and external radio communications.

3. Notwithstanding the requirements in 1 and 2, in case that the communication with each other and external one in condition of wearing headset is possible in the operating compartment, the max- imum noise should not exceed in general 90 dB(A).

54 Guidance for WIG ships(Wing-In-Ground Effect Ships) 2012