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The paper presents an overview of International Requirements on WIG craft safety regulations of RS Rules for the Classification and Construction of WIG Craft and RS survey experience. First brief history notes are given. Next a look is taken at international requirements on WIG craft safety. This is followed by consideration of RS rules for the classification and construction of WIG craft. Lastly conclusive remarks are made and perspectives are offered.

This report provides an article-by-article commentary on the Hamburg Rules a transport convention on the carriage of goods by sea which has provoked controversy through poor drafting and inconsistencies.

Lloyd's Register's approach to the classification of specialist and high-speed craft is outlined. Special Service Craft Rules are reviewed particularly in respect of regulation format constructional arrangements and the analysis of materials.

In order to avoid heat transfer into primary steelwork an extensive length of any attachment to primary steelwork needs to be protected in the same way as the primary steelwork itself. This is done using pfp (passive fire protection) and is commonly known as coat-back. The purpose of this is to reduce heat transfer through the attachment to the primary steelwork and thus to limit the extent and severity of a local hot spot. The coat back for attachments represents a substantial percentage of the overall pfp cost yet the rules governing this requirement are largely empirical. The results from a joint industry project investigating coat-back requirements are reported and rules based on heat transfer and fire engineering are given. A method for determining the average primary member temperature in the zone of the attachment is developed. Based on this the designer is able to assess within the context of fire engineering scenario-based design the extent of coat-back required. Considerable savings in coat-back length can be achieved by applying the principles developed. Tables diagrams and graphs appear on pages 12 to 22.

Sailing in Arctic waters requires 'winterisation' of a ship to make it safe to operate at low temperatures as this brings associated risks. Of most concern is the risk of brittle failure of structural ship components. Lloyd's Register has developed the 'Provisional Rules for the Winterisation of Ships' which provide guidance on the steps to be taken to design ships to operate safely at low temperatures. This paper seeks to validate the provisional rules proposed by Lloyd's Register through analysis of low temperature data from a number of cold climate locations. The paper particularly focuses on the definitions of design temperature finding that the current definitions may lead to ships being over-designed.

These Rules cover materials, design principles, design loads, longitudinal strength, shell structures, decks, bottom structures, framing system, deck beams and supporting deck structures, watertight bulkheads, tank structures, stem and sternframe structures, rudder and manoeuvring arrangement, strengthening for navigation in ice, superstructure and deckhouses, hatchways, equipment, welded joints, fatigue strength, hull outfit, structural fire protection on board seagoing ships, strengthenings for heavy cargo, bulk carriers, ore carriers, oil tankers, tugs, passenger ships, special purpose ships, subdivision and damage stability of cargo ships, supply vessels, ships for sheltered water service, barges and pontoons, dredgers, strengthening against collisions, special requirements for in-water surveys, and corrosion protection.

Critical review considers the adequacy of existing stability rules for mobile offshore drilling units/semi-submersible rigs - theoretical studies on intact stability heel angle after damage free trim stability and roll angle for a freely floating rig are presented.

The transcript of the 24th Blackadder Lecture is given in this paper. The author provides a description of the rationale involved in Lloyd's Rules for Fixed Offshore Installations.